WO2013054105A2 - Combustion method - Google Patents

Combustion method Download PDF

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Publication number
WO2013054105A2
WO2013054105A2 PCT/GB2012/052504 GB2012052504W WO2013054105A2 WO 2013054105 A2 WO2013054105 A2 WO 2013054105A2 GB 2012052504 W GB2012052504 W GB 2012052504W WO 2013054105 A2 WO2013054105 A2 WO 2013054105A2
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WIPO (PCT)
Prior art keywords
air
cetane number
engine
materials
combustion
Prior art date
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PCT/GB2012/052504
Other languages
French (fr)
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WO2013054105A9 (en
Inventor
John Mcneil
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Aquafuel Research Limited
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Publication date
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Publication of WO2013054105A2 publication Critical patent/WO2013054105A2/en
Publication of WO2013054105A9 publication Critical patent/WO2013054105A9/en

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Classifications

    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/02—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only
    • C10L1/026—Liquid carbonaceous fuels essentially based on components consisting of carbon, hydrogen, and oxygen only for compression ignition
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10L—FUELS NOT OTHERWISE PROVIDED FOR; NATURAL GAS; SYNTHETIC NATURAL GAS OBTAINED BY PROCESSES NOT COVERED BY SUBCLASSES C10G, C10K; LIQUEFIED PETROLEUM GAS; ADDING MATERIALS TO FUELS OR FIRES TO REDUCE SMOKE OR UNDESIRABLE DEPOSITS OR TO FACILITATE SOOT REMOVAL; FIRELIGHTERS
    • C10L1/00—Liquid carbonaceous fuels
    • C10L1/04—Liquid carbonaceous fuels essentially based on blends of hydrocarbons
    • C10L1/08—Liquid carbonaceous fuels essentially based on blends of hydrocarbons for compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • F02D19/0652—Biofuels, e.g. plant oils
    • F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N19/00—Starting aids for combustion engines, not otherwise provided for
    • F02N19/02—Aiding engine start by thermal means, e.g. using lighted wicks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02N—STARTING OF COMBUSTION ENGINES; STARTING AIDS FOR SUCH ENGINES, NOT OTHERWISE PROVIDED FOR
    • F02N99/00—Subject matter not provided for in other groups of this subclass
    • C—CHEMISTRY; METALLURGY
    • C10—PETROLEUM, GAS OR COKE INDUSTRIES; TECHNICAL GASES CONTAINING CARBON MONOXIDE; FUELS; LUBRICANTS; PEAT
    • C10G—CRACKING HYDROCARBON OILS; PRODUCTION OF LIQUID HYDROCARBON MIXTURES, e.g. BY DESTRUCTIVE HYDROGENATION, OLIGOMERISATION, POLYMERISATION; RECOVERY OF HYDROCARBON OILS FROM OIL-SHALE, OIL-SAND, OR GASES; REFINING MIXTURES MAINLY CONSISTING OF HYDROCARBONS; REFORMING OF NAPHTHA; MINERAL WAXES
    • C10G2300/00—Aspects relating to hydrocarbon processing covered by groups C10G1/00 - C10G99/00
    • C10G2300/20—Characteristics of the feedstock or the products
    • C10G2300/30—Physical properties of feedstocks or products
    • C10G2300/307—Cetane number, cetane index
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D2200/00—Input parameters for engine control
    • F02D2200/02—Input parameters for engine control the parameters being related to the engine
    • F02D2200/06—Fuel or fuel supply system parameters
    • F02D2200/0611—Fuel type, fuel composition or fuel quality
    • 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
    • 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
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the present invention relates to a method of combustion, notably combustion in a compression ignition internal combustion engine.
  • 'diesel engine' is used herein to refer to a compression ignition internal combustion engine in which compression initiates combustion when fuel is injected.
  • a heterogeneous charge of fuel and air ignites in a combustion chamber because of the heat generated in the compression process. This differs from Otto-cycle engines, wherein fuel and air are mixed together before entering the combustion chamber, and then ignited by a spark plug.
  • a diesel engine differs from a Homogeneous Charge Compression Ignition (HCCI) engine, which uses compression ignition but with pre-mixing of fuel and air to produce a homogeneous charge. When the fuel/air mixture is compressed sufficiently it ignites spontaneously.
  • HCCI is suitable for lean burn operation and hence can have higher efficiency than a conventional Otto-cycle engine, and lower peak temperatures which reduces NOx formation.
  • HCCI is more difficult to control than combustion in conventional engines, which can cause timing problems.
  • HCCI there is no well-defined combustion initiator that can be directly controlled.
  • the control system must be able to change operating conditions such as compression ratio and fuel-air ratio, which can add complexity and cost.
  • the fuel employed in HCCI should have a relatively low boiling point.
  • CN Cetane Number
  • CN Cetane Number
  • Fuels with high CN values have low ignition delay and are suitable for use in diesel engines.
  • Commercial diesel engine fuels typically have CN values in the range 40-55. Fuels with high CN values are typically unsuitable for Otto-cycle engines, where resistance to autoignition is desirable.
  • Liquids with low or zero cetane numbers include aromatic hydrocarbons such as toluene, and alcohols such as glycerol. Ethanol, for example, has a cetane number of about 8 and methanol has a cetane number of about 3.
  • the term 'very low CN material' is used herein to refer to materials having a cetane number between 0 and 30. For some very low CN number materials the CN is determined by calculation and or extrapolations and sometimes negative CN are obtained. For the purpose of this invention it is assumed that materials with calculated or extrapolated negative CN have cetane number zero.
  • Very low CN materials are not regarded as suitable for use in diesel engines unless modified by admixing with a higher cetane number fuel or by the addition of cetane improvers such as polynitrate esters and amines. See, for example, US 4,746,326 and WO 85/002194. Cetane improvers are expensive, and polynitrate esters have the drawback of being explosive.
  • US 5,117,800 describes a method of operating a diesel or spark ignited engine which includes enriching the combustion air supply with oxygen while simultaneously adjusting the fuel injection or ignition timing of the engine to compensate for advanced combustion caused by an increased oxygen content in the combustion air.
  • a turbocharger is used as a pump to separate air through an oxygen-producing membrane.
  • the oxygen-enriched air is at a lower pressure, and hence is cooler, than conventionally turbocharged combustion air, so the need for an intercooler is reduced or eliminated.
  • US 3,794,007 describes the use of fuel from an engine's fuel supply to heat up combustion air for a cold start. Air in a suction line or intake manifold is heated by burning fuel in a flame-suction air heater during startup operation of the engine under load when a poorly ignitable fuel such as gasoline is used.
  • GB 2460996 describes method of combustion and igniting very low cetane number materials by supplying to the inlet port combustion air or working fluid at a temperatures at least 90 ° C (60 ° C in case of glycerine) for substantially the entire time that the engine is running, the combustible part of the working fluid containing only very low cetane number components.
  • it does not teach how to start the engine on a very low cetane number materials.
  • the engine was started on gas oil or dimethyl ether (DME), i.e. high cetane number materials.
  • DME dimethyl ether
  • a compression ignition engine could be successfully cold started and run on very low cetane number materials for the entire time the engine is running without using conventional diesel fuels for starting the engine by supplying combustion air to the engine so that the product of inlet temperature of combustion air (or working fluid, (WF)) expressed in degrees Kelvin to the power of 2.00336 and ratio of air (WF) densities under operating conditions and under standard conditions (1 atm,20 ° C) is in the range from 130000 to 190000.
  • WF working fluid
  • T inlet is the inlet temperature of combustion air or WF, degrees K
  • d op is the air (WF)density under operating conditions
  • d st is the air (WF) density under standard conditions (1 atm,20 ° C).
  • ⁇ is individual for each very low cetane number material. Thus for glycerine it lies in the range of 134000 to 174000, for gasoline it is in the range from 145000 to 177000.
  • the invention involves keeping ⁇ within certain operational limits. This invention enables the cold start and operation of a compression ignition engine on very low CN materials without using high CN fuels.
  • working fluid' is used herein to denote a fluid (gas or liquid) used as the medium for the transfer of energy from one part of a system to another part.
  • the working fluid could comprise air mixed with a gas or vapour which is combustible or supports combustion.
  • the invention may in principle be used with solid or fluid materials; however, fluid materials are preferred for the ease of injection.
  • the invention is suitable for application in internal combustion engines such as power generation engines, marine engines, aircraft engines and automotive engines, gas turbines.
  • the invention is also particularly well suited to engine driven power generation systems and engine driven Combined Heat and Power systems as the majority of the energy used to increase the intake charge temperature is recycled back to the heat recovery system via the engine exhaust.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Organic Chemistry (AREA)
  • General Chemical & Material Sciences (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Biodiversity & Conservation Biology (AREA)
  • Biotechnology (AREA)
  • Botany (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

A method of starting a compression ignition engine on a very low cetane number materials, igniting and combusting very low cetane number materials comprises delivering said materials into a combustion chamber and supplying to the chamber combustion air so that 130000 ≤ Π ≤ 190000 where Π = T 2.00336 Inlet ×(d op /d st ), where T inlet is the inlet temperature of combustion air or WF, degrees K; d op is the air (WF)density under operating conditions, d st is the air (WF) density under standard conditions (1 atm,20 ° C).

Description

COMBUSTION METHOD Technical Field
The present invention relates to a method of combustion, notably combustion in a compression ignition internal combustion engine.
Background Art
The term 'diesel engine' is used herein to refer to a compression ignition internal combustion engine in which compression initiates combustion when fuel is injected. A heterogeneous charge of fuel and air ignites in a combustion chamber because of the heat generated in the compression process. This differs from Otto-cycle engines, wherein fuel and air are mixed together before entering the combustion chamber, and then ignited by a spark plug.
A diesel engine differs from a Homogeneous Charge Compression Ignition (HCCI) engine, which uses compression ignition but with pre-mixing of fuel and air to produce a homogeneous charge. When the fuel/air mixture is compressed sufficiently it ignites spontaneously. HCCI is suitable for lean burn operation and hence can have higher efficiency than a conventional Otto-cycle engine, and lower peak temperatures which reduces NOx formation. However, HCCI is more difficult to control than combustion in conventional engines, which can cause timing problems. In contrast to a diesel engine, where ignition is controlled by the time when fuel is injected into the compressed air, or an Otto-cycle engine, where ignition is controlled by the time when a spark is generated, with HCCI there is no well-defined combustion initiator that can be directly controlled. Moreover, to achieve dynamic operation with variable work output, the control system must be able to change operating conditions such as compression ratio and fuel-air ratio, which can add complexity and cost.
To ensure ignition and to avoid cylinder wall wetting by fuel droplet condensation the fuel employed in HCCI should have a relatively low boiling point.
The combustion quality of a diesel engine fuel is expressed as a Cetane Number (CN), which is defined as the percentage by volume of normal cetane (n-hexadecane) in a mixture of normal cetane and 1-methyl naphthalene which has the same ignition characteristics (ignition delay) as the test fuel when combusted in a standard engine under specified test conditions. Fuels with high CN values have low ignition delay and are suitable for use in diesel engines. Commercial diesel engine fuels typically have CN values in the range 40-55. Fuels with high CN values are typically unsuitable for Otto-cycle engines, where resistance to autoignition is desirable.
The combustion quality of Otto-cycle engine fuels is expressed as an Octane Number (ON), with high ON fuels being suitable. Typically, high CN fuels have low ON values and vice versa.
Liquids with low or zero cetane numbers include aromatic hydrocarbons such as toluene, and alcohols such as glycerol. Ethanol, for example, has a cetane number of about 8 and methanol has a cetane number of about 3. The term 'very low CN material' is used herein to refer to materials having a cetane number between 0 and 30. For some very low CN number materials the CN is determined by calculation and or extrapolations and sometimes negative CN are obtained. For the purpose of this invention it is assumed that materials with calculated or extrapolated negative CN have cetane number zero. Very low CN materials are not regarded as suitable for use in diesel engines unless modified by admixing with a higher cetane number fuel or by the addition of cetane improvers such as polynitrate esters and amines. See, for example, US 4,746,326 and WO 85/002194. Cetane improvers are expensive, and polynitrate esters have the drawback of being explosive.
US 5,117,800 describes a method of operating a diesel or spark ignited engine which includes enriching the combustion air supply with oxygen while simultaneously adjusting the fuel injection or ignition timing of the engine to compensate for advanced combustion caused by an increased oxygen content in the combustion air. A turbocharger is used as a pump to separate air through an oxygen-producing membrane. The oxygen-enriched air is at a lower pressure, and hence is cooler, than conventionally turbocharged combustion air, so the need for an intercooler is reduced or eliminated.
US 3,794,007 describes the use of fuel from an engine's fuel supply to heat up combustion air for a cold start. Air in a suction line or intake manifold is heated by burning fuel in a flame-suction air heater during startup operation of the engine under load when a poorly ignitable fuel such as gasoline is used.
GB 2460996 describes method of combustion and igniting very low cetane number materials by supplying to the inlet port combustion air or working fluid at a temperatures at least 90 ° C (60 ° C in case of glycerine) for substantially the entire time that the engine is running, the combustible part of the working fluid containing only very low cetane number components. However, it does not teach how to start the engine on a very low cetane number materials. In all listed examples the engine was started on gas oil or dimethyl ether (DME), i.e. high cetane number materials. Thus attempts to date to cold start the engine using only very low cetane number materials including glycerol have proved unsatisfactory.
 Technical Problem
It is not possible to start the ignition compression engine on low cetane number fuels, also the emissions while running even on high cetane number fule are very high.
Technical Solution
Aspects of the invention are specified in independent claims. Preferred features are specified in dependent claims..
We have surprisingly found that a compression ignition engine could be successfully cold started and run on very low cetane number materials for the entire time the engine is running without using conventional diesel fuels for starting the engine by supplying combustion air to the engine so that the product of inlet temperature of combustion air (or working fluid, (WF)) expressed in degrees Kelvin to the power of 2.00336 and ratio of air (WF) densities under operating conditions and under standard conditions (1 atm,20 ° C) is in the range from 130000 to 190000.
130000 ≤ T 2.00336 Inlet ×(d op /d st ) ≤ 190000
Where T inlet is the inlet temperature of combustion air or WF, degrees K; d op is the air (WF)density under operating conditions, d st is the air (WF) density under standard conditions (1 atm,20 ° C).
For the sake of brevity the product T 2.00336 Inlet ×(d op /d st ) will be further designated as Π .
We have also found that the quality of exhaust emissions as characterised by CO level in the exhaust gases of the engine running on very low CN materials is significantly improved when Π is in the above-mentioned range.
The exact numerical value of Π is individual for each very low cetane number material. Thus for glycerine it lies in the range of 134000 to 174000, for gasoline it is in the range from 145000 to 177000.
We have also found that the quality of exhaust emissions as characterised by CO level in the exhaust gases of the engine running on conventional diesel fuels during the cold start is significantly improved when Π is in the same range.
In broad terms the invention involves keeping Π within certain operational limits. This invention enables the cold start and operation of a compression ignition engine on very low CN materials without using high CN fuels.
A person skilled in the art would be aware that increased mass flow during engine starting cranking may reduce the cranking speed and therefore a higher power starting system may be required to ensure a normal rated cranking speed for any chosen engine type
The term 'working fluid' is used herein to denote a fluid (gas or liquid) used as the medium for the transfer of energy from one part of a system to another part. The working fluid could comprise air mixed with a gas or vapour which is combustible or supports combustion.
The invention may in principle be used with solid or fluid materials; however, fluid materials are preferred for the ease of injection.
EXPERIMENTAL RESULTS
Various very low cetane number materials were combusted in an experimental apparatus comprising a 4 cylinder Deutz direct injected turbocharged engine and the set with a continuous power rating of 43KWe at 1,500 rpm. No modifications were made to the engine or the fuel system injection components. The engine was run at different loads. The compression ratio was 18 : 1. No high cetane number materials were used to initiate the combustion. The obtained results are listed in the table below.
The other experiments were devoted to cold start of the engine on a conventional diesel fuel such as a standard gas oil. The results are also listed in the table.
Table 1. Experimental results
Fuel Inlet air temperature T inlet (d op /d st ) Π CO in the exhaust, ppm
Glycerine
96% load 368 1.09 150612 116
75% load 396 0.92 146763 71
53% load 429 0.78 145959 87
31% load 463 0.68 149340 106
Engine cold start on glycerine
383 1.71 149650 284
363 1.81 134404 212
Comparative examples according to GB2460996 (engine stalls)
333 0.88 99452
509 0.49 129214 781
417 0.70 124540 389
Gasoline, 95 octane
65% load 434 0.84 160855 380
65% load 427 0.85 158775 346
65% load 418.4 0.87 155860 318
65% load 409.6 0.9 153401 309
75% load 408.8 0.94 160549 418
75% load 401.6 0.96 157842 387
75% load 390.2 0.99 156508 391
Comparative example according to GB2460996 (engine stalls)
363 0.81 108412
373 0.78 111399
Gas oil, 75% load. Engine cold start according to the current invention
348.2 1.09 134566 162
293 1.5 131260 400
Engine cold start under standard conditions (comparative) 273 1.07 81533 2400
Advantageous Effects
Description of Drawings
Best Mode
Mode for Invention
It is appreciated that certain features of the invention, which are, for clarity, described in the context of separate embodiments, may also be provided in combination in a single embodiment. Conversely, various features of the invention which are, for brevity, described in the context of a single embodiment, may also be provided separately, or in any suitable combination.
While the invention has, for purposes of illustration, been described with reference to specific examples, it will be understood that the invention is not limited to those examples. Various alterations, modifications, and/or additions may be introduced into the constructions and arrangements described above without departing from the ambit of the present invention set forth in the claims.
The articles 'a' and 'an' are used herein to mean 'at least one' unless the context otherwise requires.
Industrial Applicability
The invention is suitable for application in internal combustion engines such as power generation engines, marine engines, aircraft engines and automotive engines, gas turbines. The invention is also particularly well suited to engine driven power generation systems and engine driven Combined Heat and Power systems as the majority of the energy used to increase the intake charge temperature is recycled back to the heat recovery system via the engine exhaust.

Claims (1)

  1. A method of starting a compression ignition engine on very low cetane number materials, igniting and combusting very low cetane number materials comprising delivering said materials into a combustion chamber of a compression ignition engine and supplying to the combustion chamber air or working fluid, the combustible part of the working fluid having weighted average cetane number below 30, for the entire time that the engine is running so that the product of an inlet temperature of air or working fluid expressed in degrees Kelvin to the power of 2.00336 and ratio of air (WF) densities under operating conditions and under standard conditions (1 atm,20 °C) is in the range from 130000 to 190000 according to the equation
    130000 ≤ Π ≤ 190000 where Π = T 2.00336 Inlet ×(d op /d st ), where T inlet is the inlet temperature of combustion air or WF, degrees K; d op is the air (WF)density under operating conditions, d st is the air (WF) density under standard conditions (1 atm,20 ° C).
    2. A method according to claim 1 where the very low cetane number material is glycerine and Π is in the range from 134000 to 174000.
    3.
    A method according to claim 1 where the very low cetane number material is a fuel for Otto engines and Π is in the range from 145000 to 177000
    4.
    A method of decreasing emissions during the cold start of a compression ignition engine running on high cetane number materials comprising delivering said materials into a combustion chamber of a compression ignition engine and supplying to the combustion chamber air or working fluid so that during the start up period the product of an inlet temperature of air or working fluid expressed in degrees Kelvin o the power of 2.00336 and ratio of air (WF) densities under operating conditions and under standard conditions (1 atm,20 °C) is in the range from 130000 to 190000 according to the equation 130000 ≤ Π ≤ 190000
PCT/GB2012/052504 2011-10-14 2012-10-10 Combustion method WO2013054105A2 (en)

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GB1117779.7 2011-10-14
GB1117779.7A GB2495549A (en) 2011-10-14 2011-10-14 Method of starting a compression ignition engine

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