WO2010036093A1 - Moteur à combustion interne - Google Patents

Moteur à combustion interne Download PDF

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Publication number
WO2010036093A1
WO2010036093A1 PCT/MY2009/000156 MY2009000156W WO2010036093A1 WO 2010036093 A1 WO2010036093 A1 WO 2010036093A1 MY 2009000156 W MY2009000156 W MY 2009000156W WO 2010036093 A1 WO2010036093 A1 WO 2010036093A1
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WO
WIPO (PCT)
Prior art keywords
water
engine
engine according
fuel
cylinder
Prior art date
Application number
PCT/MY2009/000156
Other languages
English (en)
Inventor
Azmi Osman
Original Assignee
Petroliam Nasional Berhad
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
Priority claimed from MYPI20084593A external-priority patent/MY173414A/en
Application filed by Petroliam Nasional Berhad filed Critical Petroliam Nasional Berhad
Publication of WO2010036093A1 publication Critical patent/WO2010036093A1/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
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/009—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00 having two or more separate purifying devices arranged in series
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
    • F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
    • F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • 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
    • F02B47/04—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only
    • F02B47/06—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being other than water or steam only the substances including non-airborne oxygen
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • F02D35/026—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures using an estimation
    • 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
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M43/00—Fuel-injection apparatus operating simultaneously on two or more fuels, or on a liquid fuel and another liquid, e.g. the other liquid being an anti-knock additive
    • F02M43/04—Injectors peculiar thereto
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N2340/00—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses
    • F01N2340/02—Dimensional characteristics of the exhaust system, e.g. length, diameter or volume of the apparatus; Spatial arrangements of exhaust apparatuses characterised by the distance of the apparatus to the engine, or the distance between two exhaust treating apparatuses
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/005—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for draining or otherwise eliminating condensates or moisture accumulating in the apparatus
    • 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
    • F02B2275/00—Other engines, components or details, not provided for in other groups of this subclass
    • F02B2275/14—Direct injection into combustion chamber
    • 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
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • 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
    • F02B33/00—Engines characterised by provision of pumps for charging or scavenging
    • F02B33/32—Engines with pumps other than of reciprocating-piston type
    • F02B33/34—Engines with pumps other than of reciprocating-piston type with rotary pumps
    • F02B33/36—Engines with pumps other than of reciprocating-piston type with rotary pumps of positive-displacement type
    • 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
    • F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D15/00—Varying compression ratio
    • F02D15/04—Varying compression ratio by alteration of volume of compression space without changing piston stroke
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F02D35/02—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions
    • F02D35/025—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for on interior conditions by determining temperatures inside the cylinder, e.g. combustion temperatures
    • 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
    • F02M2200/00—Details of fuel-injection apparatus, not otherwise provided for
    • F02M2200/95—Fuel injection apparatus operating on particular fuels, e.g. biodiesel, ethanol, mixed fuels
    • 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
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • 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 is directed to an internal combustion (IC) engine.
  • IC internal combustion
  • the invention is further directed to a mechanism which transfers. heat from exhaust gas and coolant to water which is recycled back into the combustion chamber.
  • One aspect of the present invention provides an internal combustion engine comprising: a cylinder; a piston located in the cylinder and connected to a crankshaft for reciprocal motion with respect to the cylinder and defining a combustion chamber within the cylinder; a fuel injector tb selectively inject fuel into the combustion chamber; an oxidising agent injector to selectively inject oxidising agent into the combustion chamber; a water injector to selectively inject water into the combustion chamber; an exhaust valve to selectively open and allow exhaust gases to be expelled from the combustion chamber; wherein the engine is configured such that water is injected by the injector after combustion of the fuel has commenced.
  • a second aspect of the present invention provides a method of operating an internal combustion engine comprising: a cylinder; a piston located in the cylinder and connected to a crankshaft for reciprocal motion with respect to the cylinder, and defining a combustion chamber with the cylinder; a fuel injector to selectively inject fuel into the combustion chamber; an oxidising agent injector to selectively inject oxidising agent into the combustion chamber; a water injector to selectively inject water into the combustion chamber; and an exhaust valve to selectively open and allow exhaust gases to be expelled from the combustion chamber; the method comprising the steps of: a) injecting oxidising agent into the combustion chamber b) injecting fuel into the combustion chamber c) combusting the fuel in the combustion chamber d) injecting water into the combustion chamber after combustion has commenced.
  • Figure 1 is a schematic diagram of an internal combustion engine according to one embodiment of the present invention
  • Figure 2 is a perspective view illustrating the layout of a cylinder of the internal combustion engine of figure 1;
  • Figure 3 is a diagram illustrating the cycle of the engine of figure 1;
  • Figure 4 is a schematic diagram illustrating another embodiment of the internal combustion engine of the present invention. . . DESCRIPTION OF THE PREFERRED EMBODIMENTS
  • Figure 1 schematically illustrates a single cylinder embodiment of the internal combustion engine of the present invention indicated generally at 10 along with its ancillary heat exchange system.
  • the internal combustion engine 10 comprises a cylinder 12 in an engine block 11, a piston 14 in the cylinder defining a combustion chamber 13, an exhaust valve 16 in an exhaust port 17 of a cylinder head 36, a crankshaft 18 and a connecting rod 20.
  • An oxidising agent in this embodiment oxygen gas 20
  • fuel in this embodiment diesel 22
  • water 24 are injected into the cylinder through the use of oxygen, fuel and water injectors 26, 28, 30 respectively, and controlled electronically by an engine ECU (not shown).
  • the piston has a depression in its upper surface defining a piston bowl 15.
  • spark ignition may be used, with a spark plug being provided in the cylinder head.
  • the engine 10 is operated in a two stroke cycle in which the downward stroke comprises an expansion stroke and the upward stroke comprises a hybrid of initially an exhaust stroke, followed by a compression stroke.
  • Oxygen (preferably at 90% + purity) is supplied from a compressed oxygen tank 32.
  • an oxygen generator may be used (see figure 4).
  • the oxygen gas 20 is pressurized to enable it to be introduced during compression stroke.
  • a separate oxygen generator (not shown) is needed to generate oxygen from the ambient air.
  • the oxygen is. later compressed into the oxygen tank at around 170-250 bar.
  • the oxygen supplied through compressed oxygen tank 32 makes this embodiment particularly applicable for land or sea vehicle with restricted space that lacks room for an onboard oxygen generator.
  • the engine 10 further comprises a coolant circuit 34 of a standard water/glycol that is circulated through the engine block 11 and cylinder head 36 of the engine 10 to a heat exchanger 38 (discussed in more detail below) by a water pump 40. Coolant temperature is monitored by a temperature sensor 35. The coolant circuit is advantageously pressurized to 3 bar in order that the temperature can be maintained at 130 0 C. The temperature is controlled by varying the speed of the water pump 40.
  • the engine further comprises a lubrication oil circuit 42 that introduces lubricants into the crankcase of the engine 20 and is also cooled by the heat exchanger 38.
  • a water pipe 44 takes water 24 from a water tank 25 and passes it through the heat exchanger 38 to remove heat from the coolant in coolant circuit 34 and from the lubrication oil in oil circuit 42.
  • the water 24 is compressed by a high pressure water pump 46 and is passed through a high pressure heat exchanger 48 described in more detail below, before being injected under pressure into the cylinder 12 by the water injector 30.
  • Remaining secondary heat in the exhaust gas is recovered using a second heat exchanger in the form of a condenser 52.
  • This recovers water 24 from the exhaust gas and is positioned within the water tank 25.
  • hi maximizing the amount of water recovered from the exhaust gas there should be a significant temperature difference between the exhaust gas and the heat exchanger 48.
  • the pipe section after the catalytic converter is significantly cooled down by condenser 52.
  • insulation 54 preferably made of ceramics, to be introduced in between the catalytic converter outlet and an exhaust pipe 55 leading to the second heat exchanger
  • a further substantial temperature difference is created by placing the condenser 52 inside the water reservoir 25.
  • the water in the water reservoir is kept at 30-40 0 C by having rninimum water volume to be stored in the condenser 52.
  • the water in the water reservoir is kept at 30-40 0 C by having rninimum water volume to be stored in the condenser 52.
  • the exhaust gas exiting the tail pipe is typically around 50-70 °C. As much of the heat has been taken out from the exhaust gas, it has a relatively low velocity as it exits the tailpipe.
  • crankshaft 18 outputs to a continuous variable transmission 60, but in other embodiments other suitable transmission systems may be used.
  • FIG. 2 shows the layout of a variant of the cylinder 12 in more detail.
  • the cylinder head 36 comprises two exhaust valves 16 in order that the exhaust gases may exit the combustion chamber 13 in a relatively unhindered manner.
  • the cylinder further comprises two water injectors 30 that are directed upwardly and are positioned in the wall of the cylinder (not shown in Figure 2) so as to spray the water in the direction of hot spots in the cylinder, and in particular the exhaust valves 16 and area between the exhaust valves (the exhaust valve bridge), hi order for the geometry of this arrangement to be feasible, recesses 58 are provided in the piston 14 at locations corresponding to the water injectors 30 so that the flow of water from the injector 30 is not impeded when the piston is around top dead centre (TDC).
  • TDC top dead centre
  • a conventional diesel fuel injector 28 which is flanked either side by two oxygen injectors 26 that are positioned so as to promote the optimal mixing of oxygen with the diesel fuel in the cylinder.
  • the coolant radiator is placed inside the water tank 25 to ensure large temperature difference between the engine coolant and the water inside the reservoir which also serves as the cooling medium.
  • a temperature sensor 19 is located near the hottest spot at the cylinder head to provide temperature reading to the ECU for feedback.
  • the control system of the ECU controls the flow rate of the coolant pump 40 and thus the. amount of coolant entering, and exiting the engine can be controlled to ensure optimum heat rejection from the coolant to the water reservoir and also from the combustion heat to the water coolant.
  • the exhaust valve 16 is opened (EVO) just before bottom dead centre (BDC) or at BDC (180° crank angle).
  • EVO just before bottom dead centre
  • BDC bottom dead centre
  • substantially pure oxygen 20 or 90% + pure oxygen
  • the use of substantially pure oxygen eliminates the need to run the engine lean which is normally required in conventional diesel engine.
  • a stochiometric oxygen to fuel (OF) ratio is preferred.
  • the oxygen can be increased by up to 20% from stochiometric value.
  • a wide range lambda sensor (not shown) can be used to monitor the OF ratio during the engine operation.
  • the exhaust valve 16 As the exhaust valve 16 is opened, the combustion byproducts together with the injected water (see below), which is now in vapor state, is discharged to the exhaust port 17 and later to the atmosphere.
  • the amount of residual charge remaining in the cylinder is controlled by adjusting the crank angle at which the exhaust valve 16 is closed.
  • the crank angle of the cycle where the exhaust valve 16 is closed also determines the effective compression ratio of the engine 10, and can be advanced or retarded from the baseline using a suitable variable valve timing mechanism controlled by the ECU.
  • Such variation enables the compression work to be optimized depending on engine rpm and load.
  • the compression work in this embodiment of the present invention is limited and it is only needed to raise the cylinder temperature to about 150-200 °C above the autoignition temperature.
  • the exhaust valve typically closes (EVC) between 1/3 to 4/5 of the total compression stroke (i.e. a crank angle of between 216° and 324°).
  • EMC engine of the present invention utilizes only 4/5 to 1/3 of the upward stroke for compression work. This in turn consumes less engine power and cylinder pressure can be kept low when the diesel fuel 22 is being ignited.
  • this valve 16 opening and closing arrangement it is possible to optimize the effective compression ratio in accordance to engine rpm and load.
  • the expansion ratio can be maximized as the exhaust valve will only be opened close to BDC. Over the range of rpm and load, the exhaust valve is only opened to enable the cylinder pressure at BDC to be kept below 5 bar. By keeping the cylinder pressure low at BDC, there is no significant resistance to the piston 14 as the piston moves up.
  • the exhaust valve lift may also be varied depending on engine rpm and load.
  • the exhaust valve 16 lift By varying the exhaust valve 16 lift to relatively lower lift than what is normally done in other conventional IC engines (e.g. down as low as 1 mm), it is possible for higher content of exhaust gas to be retained without having to close the exhaust valve 16 early.
  • a relatively lower lift than what is normally done in other conventional IC engines e.g. down as low as 1 mm
  • the variation of lift described in the previous paragraph may be done without any changes to the duration of exhaust valve opening.
  • the exhaust valve lift is varied in proportion to changes to the valve opening duration.
  • a ID simulation has shown that it is possible to lower the valve lift for the purpose of retaining the exhaust gas without causing the cylinder pressure to significantly increase. This demonstrates that there is no significant increase in pumping work. It is believed this phenomenon may be caused by the relatively lower charge mass due to the use of oxygen rather than ambient air.
  • the remaining 30-50% of the total oxygen required is injected from 2-3° before TDC (OVO2) and ceasing at 5-15°. This enables the oxygen used up for fuel oxidation to be replaced. With such a powerful injection pressure, much of the combustion byproduct is also believed to be cleared out from the piston bowl 15. This measure makes it possible to have oxygen constantly available inside the piston bowl 15 for complete fuel oxidation.
  • the heat release is significantly faster compared to conventional diesel engine and the ignition delay is believed to be low.
  • the cylinder pressure is around 30-40 bar and this will significantly cause the diesel boiling point not to be raised as high as it will be when subjected to cylinder pressure of 70-100, bar which is normally found in conventional diesel IC engine.
  • the injected diesel fuel vaporizes relatively earlier.
  • the fuel easily finds oxygen as it is in plentiful supply by being stratified in the piston bowl 15.
  • the amount of water injected into the cylinder 12 depends mostly on the need to limit the maximum cylinder temperature to 1800 Kelvin. Depending on the engine rpm and load, the maximum cylinder temperature can occur at between 0° to 45° crank angle.
  • the maximum allowable material temperature limit is utilised to monitor heat build-up in the combustion chamber. During the entire range of the engine operation, if the heat sensor senses the material temperature to be close to the material limit, extra water mass is injected to cool down the surface temperature.
  • the mass of water to be injected is in the range of approximately 3 to 15, typically 5 to 12 times the amount of mass of fuel injected, hi this context, the flow rate of the fuel injector 28 is timed to enable as much as 15 times the water mass to be injected within approximately 20-30° of crank angle after the water injection starts, even when the engine is operating at its maximum operating speed.
  • Water 24 to be injected is heated in the high pressure heat exchanger 48 potentially until it is close to its boiling point.
  • the high pressure positive displacement water pump 46 pressurizes the water line enabling the boiling point to be raised significantly above 100°. With the water pressure raised to 150 bar, the water boiling temperature is raised from 100 °C to approximately 340 0 C. This makes it possible for the water to be heated close to 300 °C without causing the water to turn from liquid to vapor.
  • the cylinder pressure of below 100 bar lowers the water boiling point from 340 °C to slightly below 300 °C. Considering that water absorbs heat from the combustion, the water temperature will be raised further causing the water to change state from liquid to vapor almost immediately after it leaves the injectors 30.
  • the expansion of water in vapor form is about 2.5 times the expansion of carbon dioxide when subjected to the same temperature.
  • the expansion of water in vapor form is about 1.5 times. This results in water in vapor form being a better medium for gas expansion in a reciprocating engine and in turbines.
  • water in liquid form has a heat capacity of 4.18 kJ/(kgK).
  • Water in vapor form has a heat capacity of 1.52 kJ/(kgK) at 100 °C.
  • Carbon dioxide gas has a heat capacity of 0.63 kJ/(kgK).
  • Nitrogen gas has a heat capacity of 0.74 kJ/(kgK).
  • Water has the further advantage of being cheap and abundant provides an improved way for minimizing heat being transferred to the surrounding metal and engine coolant of engine 10. As more heat is absorbed by water, more work is done on the piston 14 leaving less heat to be rejected to the atmosphere via exhaust gas and engine coolant. Furthermore, the portion of heat that is rejected to the engine coolant and exhaust gas, is recovered to some extent by the heat exchanger 38.
  • FIG. 4 illustrates an IC engine 110 according to a second embodiment of the present invention in schematic form.
  • the basic layout and principles of operation of the engine 110 are similar to those of engine 10, and where possible, similar parts are labelled by like numerals, but with the addition of the prefix "1". Only differences with respect to the first embodiment are discussed in depth.
  • the engine 110 is adapted for use in applications where a greater amount of space is available by comparison with engine 10, such as in static electric generators and large ships. Consequently it may be used to burn heavy fuel oil, where the increased availability of oxygen and reduced amount of nitrogen in the combustion process minimises the amount of NOx produced, which has traditionally been, a problem with this fuel. In addition the high sulphur content of such fuels is dissolved in the injected water rather than being emitted as sulphur dioxide.
  • sulphuric acid will be formed which can be detrimental to engine parts and the water pipeline.
  • additive or alkali solution is required to neutralize sulphuric acid formation in the water line.
  • Gas pressure exiting the oxygen generator is normally low at slightly above atmospheric pressure.
  • Gas pressure exiting the oxygen generator is normally low at slightly above atmospheric pressure.
  • An electronically controlled low pressure electric water pump 176 will draw in condensed water from the condenser 152 and the water will exit the nozzle 178.
  • the turbocharger 170 sucks in both oxygen and water into the turbo unit for further compression. As gas compression will also elevate the charge temperature, the supplied water cools off the charge.
  • the oxygen is fed in a direction Y where it is then further compressed to the desired injection pressure by a reciprocating pump 180 driven from the crankshaft 118 by CVT 160.
  • the CVT 160 enables the reciprocating pump speed to be varied at various engine rpm and load. Such a variation in reciprocating pump speed is important during idle where the turbocharger 170 does not contribute much in raising the charge pressure.
  • the crankshaft has a further output to a propeller 182
  • a secondary air pump 174 supplies ambient air to the turbocharger turbine outlet.
  • Turbine outlet is chosen as the point of entry for the secondary air as this will enable the secondary air to mix well with the exhaust gas prior to the charge entry to the catalytic converter.
  • a one way valve (not shown) prevents exhaust gas from entering the secondary air pump.
  • the supplied ambient air provides supplementary oxygen to the 2 way catalytic converter 150 which is useful in increasing the catalyst conversion efficiency involving hydrocarbon and carbon monoxide.
  • Water exiting the heat exchanger 138 also flows through the turbocharger 170 turbine unit. As the turbine unit is constantly in contact with the exhaust gas, significant heat can be extracted from the turbine which further elevates the water temperature.
  • the engines of the present invention provides numerous advantages over the prior art. Primarily , the use of water in the combustion cycle that has been heated by exhaust gases enables more efficient utilisation of the fuel, the use of higher concentrations of oxygen in the oxidising agent minimises harmful emissions (in particular particulates and NOx) and enables fuel burn to be better controlled and cheaper two-way catalytic converters to be used.
  • the engine may be used and adapted to burn other fuels such as petroleum (gasoline), biodiesels, bioethanols, compressed natural gas and methanol.
  • the engine may be adapted to run on a four stroke cycle and may use multiple cylinders and pistons in various configurations, such as V, W or boxer configurations.
  • V, W or boxer configurations Presently, inline six and boxer four cylinder configurations are preferred due to then- improved balance.
  • an inline four cylinder engine with a 90 degree crankshaft configuration is envisaged (instead of flat plane crankshaft). This enhances smoothness and may eliminate the need for balancer shafts.
  • the engine may operate using ambient air as the oxidising agent, or with oxygen lower than the preferred 90% purity, and many benefits from using water injection are still realised.
  • the fuel is injected directly into the combustion chamber.
  • the water is injected directly into the combustion chamber.
  • the oxidising agent is injected directly into the combustion chamber.
  • the injected oxidising agent is the sole source of oxidising agent after start up (e.g. the engine does not include traditional inlet valves).
  • a water temperature sensor can be provided to determine the temperature of the water just prior to injection.
  • two fuel injectors can be provided.
  • a first fuel injector may inject a first fuel of a higher cetane value prior to a second fuel injector injecting a second fuel of a lower cetane value.
  • both fuels are ignited by auto ignition. Injecting a first fuel of a higher cetane value requires a lower auto ignition temperature which allows more energy to be extracted from the previous power stroke.
  • the first fuel Once the first fuel has started to burn the temperature within the combustion chamber increases, in particular to a temperature at or above the auto ignition temperature of the second fuel, which can then be injected and will auto ignite.
  • the first fuel is injected when the combustion chamber conditions are such as to be below the auto ignition temperature of the second fuel. In this way power can be produced by using low grade fuels, e.g.
  • the first fuel may be a high grade of fuel such as a diesel fuel.
  • the second fuel may be a fuel derived from plants, such as a biomass fuel.
  • the second fuel may be pyrolysis oil.

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

Abstract

L’invention concerne un moteur à combustion interne qui comprend: un cylindre; un piston logé dans le cylindre et relié à un vilebrequin pour accomplir un mouvement de va et vient par rapport au cylindre avec lequel il délimite une chambre de combustion; un injecteur de carburant pour injecter sélectivement du carburant dans la chambre de combustion; un injecteur d'agent oxydant pour injecter sélectivement un agent oxydant dans la chambre de combustion; un injecteur d'eau pour injecter sélectivement de l'eau dans la chambre de combustion; une soupape d'échappement pour ouvrir sélectivement la chambre de combustion et permettre l'évacuation des gaz d'échappement de celle-ci. Le moteur de l'invention est conçu de sorte que l'eau soit injectée par l'injecteur après le début de combustion du carburant.
PCT/MY2009/000156 2008-09-24 2009-09-23 Moteur à combustion interne WO2010036093A1 (fr)

Applications Claiming Priority (10)

Application Number Priority Date Filing Date Title
MYPI20083757 2008-09-24
MYPI20083757 2008-09-24
MYPI20084593A MY173414A (en) 2008-11-14 2008-11-14 Internal combustion engine
MYPI20084593 2008-11-14
MYPI20090759 2009-02-25
MYPI20090759 2009-02-25
MYPI20090760 2009-02-25
MYPI20090760 2009-02-25
MYPI20093044 2009-07-21
MYPI20093044 2009-07-21

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PCT/MY2009/000156 WO2010036093A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000160 WO2010036097A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000157 WO2010036094A1 (fr) 2008-09-24 2009-09-23 Stratégie de synchronisation d'ouverture d'une soupape d'échappement et de course de la tige de soupape
PCT/MY2009/000158 WO2010036095A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000159 WO2010036096A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne

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PCT/MY2009/000157 WO2010036094A1 (fr) 2008-09-24 2009-09-23 Stratégie de synchronisation d'ouverture d'une soupape d'échappement et de course de la tige de soupape
PCT/MY2009/000158 WO2010036095A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne
PCT/MY2009/000159 WO2010036096A1 (fr) 2008-09-24 2009-09-23 Moteur à combustion interne

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WO2012113104A1 (fr) * 2011-02-23 2012-08-30 Jin Beibiao Moteur à haut rendement à combustion réduite
EP2653693A1 (fr) * 2012-04-17 2013-10-23 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion interne
FR2995027A1 (fr) * 2012-09-06 2014-03-07 Jean Jacques Crouzier Moteur a combustion interne ameliore
CN105370393A (zh) * 2014-08-27 2016-03-02 刘正祥 一种内冷式内燃机
WO2016055413A1 (fr) * 2014-10-06 2016-04-14 Fev Gmbh Véhicule muni d'un radiateur de condensation des gaz d'échappement et procédé associé
WO2018024900A1 (fr) * 2016-08-04 2018-02-08 Serlidakis Andreas Système de réduction de polluants de gaz et de consommation de carburant de moteurs à combustion interne
EP3346120A1 (fr) * 2017-01-10 2018-07-11 Robert Bosch GmbH Dispositif d'injection d'eau d'un moteur à combustion interne et procédé de fonctionnement d'un tel dispositif d'injection d'eau
DE102018114354A1 (de) 2018-06-15 2019-12-19 Dr. Ing. H.C. F. Porsche Aktiengesellschaft Verfahren zum Betreiben einer Brennkraftmaschine
US11143136B1 (en) * 2021-07-13 2021-10-12 New Generation Engines Llc Power system with internal combustion engine
CN115234410A (zh) * 2022-06-30 2022-10-25 中国第一汽车股份有限公司 发动机喷水系统的控制方法、存储介质及车辆

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CN103195531A (zh) * 2013-04-12 2013-07-10 东莞市振博节能环保科技有限公司 一种发动机凸轮轴及有该发动机凸轮轴的发动机工作方法
RU2558741C1 (ru) * 2014-09-15 2015-08-10 Николай Борисович Болотин Дизельный двигатель внутреннего сгорания и способ его работы
RU2566847C1 (ru) * 2014-09-15 2015-10-27 Николай Борисович Болотин Дизельный двигатель внутреннего сгорания
RU2564174C1 (ru) * 2014-09-23 2015-09-27 Николай Борисович Болотин Дизельный двигатель и способ его работы
RU2557970C1 (ru) * 2014-09-24 2015-07-27 Николай Борисович Болотин Дизельный двигатель и способ его работы
JP6443400B2 (ja) * 2016-06-14 2018-12-26 トヨタ自動車株式会社 内燃機関の制御装置
DE102017113519A1 (de) 2016-07-19 2017-08-03 FEV Europe GmbH Hubkolbenmotor und Verfahren zum Betreiben eines solchen
CN106321232A (zh) * 2016-09-22 2017-01-11 唐松立 纯氧醇类内燃双能发动机系统
DE102017007109A1 (de) * 2017-07-29 2019-01-31 Burkhard Zelter Stickoxidfreie verdichterlose Verbrennungsmotoren/Turbinen für Kraftfahrzeuge/Flugzeuge
CN110905675B (zh) * 2019-12-02 2022-03-29 北京交通大学 一种用于减少NOx排放的助燃喷射装置、方法和内燃机
CN113833585B (zh) * 2021-04-14 2024-03-19 重庆大学 一种基于缸内蒸汽辅助的氩气循环零排放内燃机结构

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DE3128543A1 (de) * 1981-07-18 1983-02-03 Robert Bosch Gmbh, 7000 Stuttgart Brennkraftmaschine mit einspritzung
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WO2012113104A1 (fr) * 2011-02-23 2012-08-30 Jin Beibiao Moteur à haut rendement à combustion réduite
EP2653693A1 (fr) * 2012-04-17 2013-10-23 Bayerische Motoren Werke Aktiengesellschaft Moteur à combustion interne
FR2995027A1 (fr) * 2012-09-06 2014-03-07 Jean Jacques Crouzier Moteur a combustion interne ameliore
CN105370393A (zh) * 2014-08-27 2016-03-02 刘正祥 一种内冷式内燃机
WO2016055413A1 (fr) * 2014-10-06 2016-04-14 Fev Gmbh Véhicule muni d'un radiateur de condensation des gaz d'échappement et procédé associé
WO2018024900A1 (fr) * 2016-08-04 2018-02-08 Serlidakis Andreas Système de réduction de polluants de gaz et de consommation de carburant de moteurs à combustion interne
EP3346120A1 (fr) * 2017-01-10 2018-07-11 Robert Bosch GmbH Dispositif d'injection d'eau d'un moteur à combustion interne et procédé de fonctionnement d'un tel dispositif d'injection d'eau
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US11143136B1 (en) * 2021-07-13 2021-10-12 New Generation Engines Llc Power system with internal combustion engine
CN115234410A (zh) * 2022-06-30 2022-10-25 中国第一汽车股份有限公司 发动机喷水系统的控制方法、存储介质及车辆
CN115234410B (zh) * 2022-06-30 2024-05-17 中国第一汽车股份有限公司 发动机喷水系统的控制方法、存储介质及车辆

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WO2010036094A1 (fr) 2010-04-01
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