WO2015081388A1 - Système et procédé d'amélioration de l'efficacité de combustion - Google Patents

Système et procédé d'amélioration de l'efficacité de combustion Download PDF

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Publication number
WO2015081388A1
WO2015081388A1 PCT/AU2014/050397 AU2014050397W WO2015081388A1 WO 2015081388 A1 WO2015081388 A1 WO 2015081388A1 AU 2014050397 W AU2014050397 W AU 2014050397W WO 2015081388 A1 WO2015081388 A1 WO 2015081388A1
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WO
WIPO (PCT)
Prior art keywords
fluid
gases
pathway
engine
exhaust gases
Prior art date
Application number
PCT/AU2014/050397
Other languages
English (en)
Inventor
Brett Jason HEAD
Original Assignee
Vapour Draw Systems Pty Ltd
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 AU2013904745A external-priority patent/AU2013904745A0/en
Application filed by Vapour Draw Systems Pty Ltd filed Critical Vapour Draw Systems Pty Ltd
Publication of WO2015081388A1 publication Critical patent/WO2015081388A1/fr

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Classifications

    • 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
    • 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
    • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
    • F02M25/0222—Water recovery or storage
    • 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
    • F02M25/032—Producing and adding steam
    • F02M25/035—Producing and adding steam into the charge intakes
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/17—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories in relation to the intake system
    • F02M26/19—Means for improving the mixing of air and recirculated exhaust gases, e.g. venturis or multiple openings to the intake system
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/35—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories with means for cleaning or treating the recirculated gases, e.g. catalysts, condensate traps, particle filters or heaters
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/42—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders
    • F02M26/44—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories having two or more EGR passages; EGR systems specially adapted for engines having two or more cylinders in which a main EGR passage is branched into multiple passages
    • 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
    • F01N2240/00—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being
    • F01N2240/22—Combination or association of two or more different exhaust treating devices, or of at least one such device with an auxiliary device, not covered by indexing codes F01N2230/00 or F01N2250/00, one of the devices being a condensation 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
    • 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
    • F02M26/13—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories
    • F02M26/41—Arrangement or layout of EGR passages, e.g. in relation to specific engine parts or for incorporation of accessories characterised by the arrangement of the recirculation passage in relation to the engine, e.g. to cylinder heads, liners, spark plugs or manifolds; characterised by the arrangement of the recirculation passage in relation to specially adapted combustion chambers
    • 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 generally relates to a system and method for improving the efficiency of a combustion process, for example in a combustion machine and/ or engine, in particular, the invention relates to a system and method for the recovery and regeneration of waste engine heat and exhaust gas to improve the efficiency of combustion engines.
  • soot also known as Volatile Organic Compounds (VOC). Soot can be seen and smelt on exhaust vents and in the air, Essentially soot forms when fuel is not completely burnt inside the combustion chamber.
  • VOC Volatile Organic Compounds
  • soot build-up is a very common (and basically inevitable) plague of engines since soot's primary ingredients are components of fossil fuels.
  • Soot thickens oil and l negatively affects viscosity (the engine has to work harder to start and run during cold temperatures) .
  • Soot circulation also contributes to the formation of varnish and carbon deposits throughout the engine, which reduces combustion efficiency.
  • sludge congealed mass
  • This soot collection is one reason why engine oil should be replaced regularly, as oil deteriorates from the build-up of sludge deposits. The only effective way to reduce soot is to increase the thermal combustion efficiency.
  • the overall efficiency of an internal combustion engine depends in part on the amount of fuel that can be burned in an given cycle.
  • environmental concerns have had an increasing effect on such engines, For example, the air/fuel mixture fed into the engine typically is adjusted to prevent complete combustion so that the catalytic converter will be able to reduce emitted nitrogen oxides to the level required by governmental standards.
  • an adj ustment prevents complete combustion, increased amounts of unburn ed hydrocarbons and carbon monoxide result.
  • EGR redirected exhaust gas contains carbon, the flow of gas through the EGR passages and the controiling valves are interrupted due to carbon fouling .
  • the introduction of exhaust gas can decrease the thermal combustion due to the carbon in the exhaust gas.
  • the carbon can also coat the associated components with a film of carbon that may cause a misfire and rough idling and detonation due to combustion temperature spike, therefore decreasing thermal efficiency, increasing fuel consumption and toxic emissions
  • the gas needs to be cooled and filtered and the system needs to prevent carbon fouling
  • the invention may broadly be said to consist of a method for improving efficiency of an engine having a combustion chamber and an exhaust gas outlet, the method comprising the steps of:
  • the body of liquid comprises the liquid generated by the step of redirecting the exhaust gases fluid into the one or more condensers,
  • the one or more condensable gases or constituents comprise water vapour.
  • the step of redirecting at least a portion of a volume of exhaust gas into the one or more condensers reduces the temperature of the redirected exhaust gas to approximately a dew point temperature of the condensable gases or constituents in the exhaust gases fluid or below.
  • the step of redirecting at least a portion of a volume of exhaust gas into the one or more condensers reduces the pressure of the redirected exhaust gas to approximately zero or negative atmospheric pressure before vaporising the liquid component of the saturated gases and introducing the steam into the combustion chamber.
  • the step of redirecting at least a portion of a volume of exhaust gas into the one or more condensers reduces the pressure of the redirected exhaust gas to approximately zero or negative atmospheric pressure at the output of the one or more condensers.
  • Preferabl method comprises directing the treated exhaust gases fluid towards a fluid pathway fluidly coupled to a gases/air inlet of the combustion chamber.
  • the fluid pathway comprises a lo pressure fluid relative to a pressure of the fluid traversing through the gases inlet of the combustion chamber;
  • the step of vaporising the liquid component of the saturated gases to generate steam occurs prior to introducing the treated exhaust gases fluid into the low pressure fluid pathway
  • the method comprises substantially non-restrictively allowing a flow of exhaust gases fluid from the exhaust gas outlet of the combustion chamber back to the gases inlet of the combustion chamber.
  • the flow of the exhaust gases fluid from the exhaust gas outlet back to the gases inlet of the combustion chamber is predominantly or primarily controlled by gas pressure cycles generated by the combustion chamber.
  • the flow exhaust gases fluid is wholly or entirely controlled by gas pressure cycles generated by the combustion chamber.
  • the flow of exhaust gases fluid is not controlled by a valve.
  • the flow of exhaust gases fluid is dependent on the load and/or speed of the engine.
  • the step of redirecting at least a portion of an exhaust gas comprises redirecting none or a relatively small portion of the volume of exhaust gas flowing through the exhaust gas outlet during idle and/or light speed and/or light load states of the engine, and redirecting a relatively larger portion of the volume of exhaust gas flowing through the exhaust gas outlet during high load and/or high speed states of the engine.
  • the one or more condensers comprises a conduit of a volume sufficient to reduce the temperature of a substantial portion of a volume of the redirected exhaust gas to below a dew point temperature of the gas.
  • the conduit is of a volume sufficient to reduce the pressure of a substantial portion of a volume the redirected exhaust gas to zero or negative atmospheric pressure.
  • the method further comprises the step of mixing a portion of the volume of saturated gases with a volume of substantially dry gases and directing the mixture into the relatively iow pressure fluid pathway.
  • the step of vaporising comprises heating the saturated gases to a boiling temperature of the liquid component to generate steam.
  • the ste of vaporising comprises directing a portion of the treated exhaust gases fluid into a fluid pathway adjacent a heat source and/or into one or more heat exchangers to heat the fluid.
  • the step of vaporising comprises heating the treated exhaust gases fluid via the flow of gases in the treated exhaust gases fluid causing the saturated gases of the fluid to become energised.
  • the relatively low pressure fluid pathway is an inlet of an outlet of an air filter and/or inlet of a nozzie assembly connected to the gases inlet of the combustion chamber
  • the method further comprises the step of utilising the liquid generated by the condenser(s) to scrub the exhaust gas and dissolve and/or separate unwanted solid material in the gas.
  • the method further comprises the step of discarding separated unwanted solid material in the gas.
  • the method further comprises directing a portion of the saturated gases and/or liquid to an atomiser to generate an aerosol fluid from the saturated gases of an increased flow rate.
  • the method further comprises directing a portion of the engine's air intake towards the atomiser to generate a flow of the engine's air for drawing in the portion of the saturated gases and/or liquid into the atomiser nozzle assembly.
  • the method further comprises heating the aerosol fluid to generate steam and introducing the steam into the combustion chamber.
  • the method further comprises storing a volume of liquid generated from the saturated gases upon cooling of engine.
  • the method further comprises directing a portion of the volume of liquid towards stored to a heat exchanger to generate steam from the directed liquid, and directing the steam to the combustion chamber.
  • the invention may broadly be said to consist of an engine efficiency system configured to recirculate an exhaust gas produced by an engine back into a combustion chamber of the engine, the system comprising:
  • an input fluid pathway configured to fluidly connect to an outlet of an exhaust gas pathway associated with the engine for receiving an exhaust gases fluid
  • At least one condenser configured to fluidly couple the input fluid pathway for condensing one or more condensable gases or constituents of the exhaust gases fluid flowing therethrough into liquid
  • an output fluid pathway fluidly connected to an output of the at least one condenser for receiving a treated exhaust gases fluid comprising saturated gases, wherein the output fluid pathway is configured to allow heating and vaporising the saturated gases of the exhaust gases fluid into steam and the output fluid pathway is configured to direct the generated steam towards or into an air inlet pathway associated with the combustion chamber.
  • the one or more condensable gases or constituents comprise water vapour.
  • the output fluid pathway is associated with at least one heat source or heat exchanger for heating and vaporising the saturated gases-
  • the output fluid pathway is configured to allow the flow of gases in the treated exhaust gases fluid to energise and heat th saturated gases in the treated exhaust gases fluid
  • the at least one condenser is configured to reduce the temperature of the exhaust gases fluid to below a dew point temperature of one or more condensable gases or constituents of the fluid.
  • the at least one condenser is configured to reduce the pressure of the exhaust gases fluid to approximately zero or negative atmospheric pressure at the output of the condensers).
  • a fluid pathway from the input fluid pathway to the output fluid pathway is substantially non-obstructed to aliow non- restrictive fiow of the exhaust gases fluid from the exhaust gas outlet of the combustion chamber.
  • the flow of exhaust gas fluid through the engine efficiency system is predominantly or primarily controlled by gas pressure cycles generated by the combustion chamber
  • the flow of exhaust gases fluid is wholly or entirely controlled by gas pressure cycles generated by the combustion chamber,
  • the at least one condenser comprises a conduit of a volume sufficient to reduce the temperature of exhaust gases fluid to below a dew point temperature of at least one condensable component of the gas.
  • the conduit is of a volume sufficient to reduce the pressure of the exhaust gases fluid to approximately zero or negative atmospheric pressure.
  • the output fluid pathway is fluidiy connected to a relatively low pressure fluid pathway fluidiy connected to a relatively high pressure gases/air inlet pathway of the combustion chamber.
  • the relatively low pressure fluid pathway is an output fluid pathway of an air filter and/or inlet of a nozzle assembly connected to the gases/air inlet of the combustion chamber.
  • the system further comprises a second output fluid pathway fluidly connected to the outlet of the at least one condenser for receiving a mixture of saturated gases and substantially dry gases and directing the mixture into the relatively low pressure fluid pathway fluidly connected to the gases/air inlet of the combustion chamber.
  • the flow of exhaust gases fluid is not controlled by a valve.
  • system further comprises an input control valve coupled between the input fluid pathway and the exhaust gas pathway outlet for controlling a volume of exhaust gas flowing through the input fluid pathway.
  • input control valve is configured to control the volume of exhaust gas flowing through the input fluid pathway based on the load and/or speed of the engine.
  • the system is configured to permit no or a relatively lower volume flow of exhaust gas at idle and/or relatively low engine speeds/ioads and a relatively larger volume flow of exhaust gas at relatively hig h engine speeds/loads.
  • the system further comprises a receptacle configured to retain a body of liquid, the receptacle being fluidly coupled between the output of the at least one condenser and an input of the outlet fluid pathway and configured to receive a flow of the exhaust gas fluid from the at least one condenser and saturate the non- condensable gases with the fluid to provide a flow of saturated gases to the outlet fluid pathway.
  • the receptacle further comprises a d ivider or baffie between the output of the condenser and the output fluid pathway for separating the body of liquid within the scrubber from the output fluid pathway, and wherein the receptacle comprises an opening at an upper end of the divider for permitting the flow of treated exhaust gases fluid to the output fluid pathway.
  • the receptacle is of a volume sufficient to act as an expansion chamber to help prevent or at least reduce pressure build-up of the exhaust gases fluid flowing therethrough.
  • the system comprises a scrubber comprising the receptacle and configured to isolate non-condensable and non-dissolvable solid components of the exhaust gas and/or other sediments.
  • the scrubber further comprises a release valve for discarding non- dissolvable components and/or other sediments of the exhaust gas.
  • the body of liquid within the receptacle is composed of liquid generated by the at least one condenser.
  • the at least one heat source is configured to heat the saturated gases flowing through the output fluid pathway to a boiling point temperature of a liquid component of the saturated gases in the treated exhaust gases fluid to generate steam.
  • the flow of gases of the treated exhaust gases fluid causes the saturated gases to become energised and heat up to a boiling point temperature of the liquid component of the saturated gases in the treated exhaust gases fluid.
  • the at least one heat source is waste heat from the engine.
  • the system further comprises at least one draw tube and an atomiser, the draw tube being submerged within the body of liquid in the scrubber at one end and coupled to the atomiser at an opposing end,
  • the draw tube extends within the intermediate fluid pathway and proximate the at least one heat exchanger.
  • the system further comprises an atomiser output fluid pathway fluidly coupled to the air inlet pathway associated with the combustion chamber.
  • the system further comprises a balance fluid pathway fluidly coupled to the air intake of the engine at one end and to the atomiser output fluid pathway at an opposing end.
  • the system further comprises a storage vessel configured to receive and retain a body of iiquid generated by cooling of fluid within the system when the engine is substantially cooi.
  • the storage vessef is positioned to gravitationally receive the flow of iiquid .
  • the storage vessel is provided within one of the at least one heat exchanger.
  • the system further comprises at least one other heat exchanger fluidly coupled to the storage vessel for receiving a portion of the liquid stored therein and heating the Iiquid to generate steam.
  • at least one other heat exchanger fluidly coupled to the storage vessel for receiving a portion of the liquid stored therein and heating the Iiquid to generate steam.
  • an output of the at least one other heat exchanger is fluidly coupled to the air inlet pathway associated with the combustion chamber.
  • the system comprises a nozzle assembly coupled at an input to an air intake pathway of the engine and to one or more of the output fluid pathway, the atomiser output fluid pathway and the output of the at least one other heat exchanger, and coupled at an output of the nozzle assembly to the air inlet pathway of the combustion chamber.
  • the system comprises an exhaust gas recirculation (EGR) system having an EGR input fluid pathway connected to the outlet of the exhaust pathway, an EGR valve connected to the EGR input fluid pathway and an EG output fluid pathway connected to an output of the EG valve and to the air inlet fluid pathway associated with the combustion chamber.
  • EGR exhaust gas recirculation
  • the input fluid pathway is coupled to the EGR output fluid pathway.
  • the input fluid pathway is directly fluidly coup!ed to the outlet of the exhaust gas pathway.
  • the invention may broadly be said to consist of a machine comprising :
  • a combustion chamber having an air/fuel inlet and an exhaust gas outlet, an air inlet fluid pathway fluidly coupled to the air/fuel inlet,
  • an input fluid pathway configured to fluidiy connect to an outlet of an exhaust gas pathway associated with the engine for receiving an exhaust gases fluid
  • At least one condenser configured to fluidiy couple the input fluid pathway for condensing one or more condensable gases or constituents of an exhaust gases fluid flowing therethrough into liquid
  • an output fluid pathway fluidiy connected to an output of the at least one condenser for receiving a treated exhaust gases fluid comprising saturated gases, wherein the output fluid pathway is configured to allo heating and vaporising the saturated gases of the exhaust gases fluid into steam and the output fluid pathway is configured to direct the generated steam towards or into an air inlet pathway associated with the combustion chamber.
  • the invention may broadl be said to consist of a kit of parts for retrofitting a gas recirculation system to an existing engine system having a combustion chamber associated with an air let pathway and exhaust gas pathway, the kit of parts comprising;
  • At least one conduit configured to form an inlet fluid pathway and fluidiy connect to an outlet of the exhaust gas pathway associated with the engine for receiving exhaust gases fluid
  • At least one condenser configured to fluidiy couple the input fluid pathway for condensing one or more condensable gases or constituents of an exhaust gases fluid flowing therethrough into liquid
  • At least one conduit configured to form an output fluid pathway and fluidiy connect to an output of the at least one condenser for receiving a treated exhaust gases fluid comprising saturated gases, wherein the output fluid pathway is configured to allow heating and vaporising the saturated gases of the exhaust gases fluid into steam and the output fluid pathway is configured to direct the generated steam towards or into an air inlet pathway associated with the combustion chamber.
  • the output fluid pathway is associated with at least one heat source or heat exchanger for heating and vaporising the saturated gases.
  • the output fluid pathway is configured to allow the flow of gases in the treated exhaust gases fluid to energise and heat the saturated gases in the treated exhaust gases fluid.
  • the at least one condenser is configured to reduce the temperature of the exhaust gases fluid to below a dew point temperature of one or more condensable components of the fluid.
  • the at least one condenser is configured to reduce the pressure of the exhaust gases fluid to approximately zero or negative atmospheric pressure at the output of the condensers) .
  • a fluid pathway from the input fluid pathway to the output fluid pathway is substantially non-obstructed to allo non-restrictive flow of the exhaust gases fluid from the exhaust gas outlet of the combustion chamber.
  • the flow of exhaust gas fluid through the engine efficiency system is predominantly or primarily controlled by gas pressure cycles generated b th combustion chamber.
  • the flow of exhaust gases fluid is wholly or entirely controlled by gas pressure cycles generated by the combustion chamber.
  • the at least one condenser comprises a conduit of a volume sufficient to reduce the temperature of exhaust gases fluid to below a dew point temperature of at least one condensable component of the gas.
  • the conduit is of a volume sufficient to reduce the pressure of the exhaust gases fluid to approximately zero or negative atmospheric pressure.
  • the output fluid pathway is fluidly connected to a relatively low pressure fluid pathway fluidly connected to a reiativefy high pressure gases inlet pathway of the combustion chamber.
  • the relatively low pressure fluid pathway is an output fluid pathway of an air filter and/or inlet of a nozzle assembly connected to the gases inlet of the combustion chamber.
  • the kit of parts further comprises a second output fluid pathway fluidly connected to the outlet of the at least one condenser for receiving a mixture of saturated gases and substantially dry gases and directing the mixture into the relatively low pressure fluid pathway fluidly connected to the gases/air inlet of the combustion chamber.
  • the flow of exhaust gases fluid is not controlled by a valve
  • the kit of parts further comprises a receptacle configured to retain a body of liquid, the receptacle being fluidly coupled between the output of the at least one condenser a nd an input of the outlet fluid pathway and configured to receive a flow of the exhaust gas fiuid from the at least one condenser and saturate the non-condensable gases with the fluid to provide a flow of saturated gases to the outlet fluid pathway.
  • a receptacle configured to retain a body of liquid, the receptacle being fluidly coupled between the output of the at least one condenser a nd an input of the outlet fluid pathway and configured to receive a flow of the exhaust gas fiuid from the at least one condenser and saturate the non-condensable gases with the fluid to provide a flow of saturated gases to the outlet fluid pathway.
  • the receptacle further comprises a d ivider or baffle between the output of the condenser and the output fluid pathway for separating the bod of liquid within the scrubber from the output fluid pathway, and wherein the receptacle comprises an opening at an upper end of the divider for permitting the flow of treated exhaust gases fluid to the output fluid pathway.
  • the at least one heat source is waste heat from the engine.
  • kit of parts further comprises at least one draw tube and an atomiser, the d raw tube configured to be submerged within the body of liquid in the scrubber at one end and to couple the atomiser at an opposing end.
  • the draw tube is configured to extend within the intermediate fluid pathway and proximate the at least one heat exchanger
  • the kit of parts further comprises at least one conduit configured to form an atomiser output fluid pathway and fluidly couple the output of the atomiser and the air inlet pathway associated with the combustion chamber.
  • the kit of parts further comprises at least one conduit configured to form a balance fluid pathway and fluidly couple the air intake of the engine at one end and to the atomiser output fluid pathway at an opposing end.
  • the system further comprises a storage vessel configured to receive and retain a body of liquid generated by cooling of fluid within the system when the engine is substantially cooi.
  • the storage vessel is positioned to gravitationally receive the flow of liquid.
  • the storage vessel is provided within one of the at least one heat exchangers.
  • the kit of parts further comprises at least one other heat exchanger configured to fiuidiy couple an outlet of the storage vessel for receiving a portion of the liquid stored therein and heating the liquid to generate steam.
  • at least one other heat exchanger configured to fiuidiy couple the air inlet pathway associated with the combustion chamber.
  • the invention may broadly be said to consist of a method for improving efficiency of a combustion process involving combustion of a fuel/oxidiser mixture and the production of exhaust gas from the combustion, the method comprising the steps of:
  • the invention may broadly be said to consist of a system configured to improve the efficiency of combustion in a combustion chamber, the system comprising:
  • an input fluid pathway configured to fiuidiy connect to an outlet of an exhaust gas pathway associated with the engine for receiving an exhaust gases fluid
  • at least one condenser configured to fluidly couple the input fluid pathway for condensing one or more condensable gases or constituents of the exhaust gases fluid flowing therethrough into liquid
  • an output fluid pathway fluidly connected to an output of the at least one condenser for receiving a treated exhaust gases fluid comprising saturated gases, wherein the output fluid pathway allows the saturated gases of the exhaust gases fluid to heat and vaporise into steam and the output fluid pathway is configured to direct the generated steam towards or into an air inlet pathway associated with the combustion chamber.
  • the invention may broadly be said to consist of a method for installing a system configured to improve the efficiency of combustion in a combustion chamber, the method comprising the steps of:
  • condensers fluidly coupling one or more condensers to the redirected exhaust gases pathway, the condensers being configured to condense one or more condensable gases or constituents in the exhaust gas into liquid,
  • the method further comprises fluidly coupling a receptacle intermediate the one or more condensers and the output fluid pathway, the receptacle being configured to retain a body of liquid.
  • the method comprises connecting the output of the fluid pathway to a relatively low pressure fluid pathway fluidly connected to a relatively high pressure gases inlet pathway of the combustion chamber.
  • a “condenser” as used in this specification and claims mean a device or devices configured to reduce a temperature and/or pressure of a fluid within the device to temperature and/or pressure sufficient to cause the fluid or any components of the fluid to condense and change phase.
  • a “condenser” may refer to a conduit or an externally powered cooling device.
  • Related terms and phrases such as “condensing device” are to be interpreted in the same manner.
  • Figure 1 shows a flow chart of an engine efficienc process in accordance with a preferred embodiment of the invention
  • Figure 2 illustrates a schematic diagram of an engine efficiency system for an internal combustion engine in accordance with a first preferred embodiment of the present invention
  • Figure 3 illustrates a schematic diagram of an engine efficienc system for an external combustion engine in accordance with a second embodiment of the present invention
  • Figure 4 illustrates a schematic diagram of an engine efficiency system for an external combustion engine in accordance with a third embodiment of the present invention
  • Figure 5 shows a flow chart of a process of operation a first circuit of the third embodiment
  • Figure 6 shows a flow chart of a process of operation a second circuit of the third embodiment
  • Figure 7 shows a flow chart of a process of operation a third circuit of the third embodiment
  • the present invention provides a method and/or system for improving the efficiency of combustion of a fuei/oxidiser mixture, for example in a combustion chamber of a heat engine. While the invention is particularly suited and will be described in detail with reference to a heat engine, it will be appreciated that the invention may be incorporated in other machine, systems and/or applications utilising a combustion process to generate usefui forms of energy, such as electrical or heat energy for example.
  • the present invention provides an improved closed loop engine efficiency system.
  • the apparatus uses water (and other gases) which is(are) recovered, filtered and condensed from exhaust gases and used in the engine as superheated steam to act as an expansion fluid and increase the thermal combustion efficiency of the engine.
  • vents are fitted with noise reduction and exhaust gas filter technology.
  • the vents can also vary in length and dimensions, depending on the capacity of the engine. These technologies and dimensions can reduce the exit heat of the exhaust gases and volume of volatile organic compounds (VDC) exiting the exhaust vent.
  • VDC volatile organic compounds
  • the present invention provides improved efficiency by recovering and regenerating waste engine heat and exhaust gas expelled by engines.
  • An internal combustion engine works by burning fuel, and producing high levels of heat and exhaust gas to run the system. On average, 30% of this heat is lost in the exhaust gas, while 35% is lost as heat through the cylinder walls, where ifs expelled throug the cooling system. The remaining 35% is used in the engine doing the work to produce motion.
  • 2,3 kilograms of carbon dioxide for fuei 2.6 of diesei
  • the present invention has been designed to recover a proportion of this expelled exhaust gas and wasted engine heat to increase the thermal combustion efficiency of the engine.
  • Exhaust gas is typically composed of Carbon Dioxide (C0 2 ), Nitrogen Oxides (NO x ), Nitrogen (N), Carbon Monoxide (CO), water vapour and other compounds.
  • the system and method of the invention operates to implement an exhaust gas recirculation process 100 for improving engine efficiency and/or reducing toxic emissions.
  • the process 100 involves the redirection of exhaust gas towards a condensing device (hereinafter: condenser) at step HQ, where condensable compounds of the exhaust gas, including water vapour, are separated from the other non-condensable compounds, including C0 2 and NO*, by changing phase (step 120).
  • condenser condensing device
  • the condenser is thus configured to reduce the temperature of the exhaust gases fluid flowing therethrough to below a dew point temperature of at least the condensable gases or constituents of that fluid, preferably at atmospheric pressure.
  • the condensable compounds change phase into a liquid, namely water. This liquid is used as the working medium of the system to saturate the non-condensable gases (step 130) to create a saturated gases fluid flowing through the system.
  • the condenser is configured to reduce the pressure of the gases flowing therethrough to zero or negative atmospheric pressure.
  • the low pressure working medium is also used to clean and purify the exhaust gas in the preferred embodiment.
  • the saturated gases fluid is revaporised (step 140) by heating the fluid to generate steam from the liquid component of the fluid and ensure liquid does not enter the engine/combustion chamber. Revaporising also increases the velocity of the fluid prior to direction into the combustion chamber as steam is lighter than air. The generated steam is then directed back into the air inlet of the combustio chamber of the engine (step 150).
  • the condensate can be provided to the system to thereby moisten the non-condensabl gas components of the exhaust gas and preferably clean and purify the exhaust gas (by removing dissolvable or separable components or sediments), producing a flow of working medium through the system composed of non-condensable gases saturated in water.
  • the engine 200 comprises an internal combustion engine 210 (partially shown) having a combustion chamber 211, an air/fuel inlet 212 and associated inlet valve 213 and an exhaust outlet 214 and associated exhaust valve 215.
  • the inlet valve 213 and exhaust valve 215 fluidiy couple the combustion chamber 211 with air inlet and exhaust pathways 216 and 217 respectively.
  • the operation of the engine or combustion machines will not be discussed in detail as this is well known in the art and so not to obscure the details of the invention.
  • the engine 210 may be a two or four stroke engine for example.
  • a retrofitted recirculation system 230 of the invention is coupled to the engine 210 for recirculating exhaust gas in accordance with the process 100 described above,
  • the recirculation system 230 comprises at least an inlet pathway 231 fluidiy coupled to the exhaust pathway 217, at least one condenser 232 fluidiy coupled to the inlet pathway 231, a scrubber or container 234 coupled to the output of the condenser 232 and having a body of liquid 300 retained therein and a divider 238 for sepa rating the liquid from one or more outlets 237A-C of the scrubber, and one or more output fluid pathways 236, 243 connected to the outlets 237A-C for directing fluid back towards or into a iow pressure side of an inlet pathway 216 of the engine 210.
  • the system 230 extracts water vapour/exhaust gas from the tail pipe of an engine system, i.e., well downstream of the catalytic converter, after which the mixture is then processed and injected, or d rawn, into the intake air system just upstream from the throttle body.
  • one or more condensers 232 are provided for condensing the condensable gases of the received exhaust gases fluid by reducing the temperature of the condensable gases to a dew point or below a dew point temperature of the gases.
  • the condenser(s) 232 is (are) also configured to reduce the pressure of the exhaust gas flowing into the device 232 to approximately zero or negative atmospheric pressure.
  • the condenser 232 comprises a conduit of increased diameter fluidiy connected to the exhaust gas inlet 231.
  • the increase in volume in the pathway of the exhaust gases fluid reduces the pressure and temperature of the gas to the desired levels.
  • the volume or size, or diameter or length or any combination thereof of the conduit is designed to cause a significant reduction in pressure and temperature of the gases so the gases a re cooled to at least the dew point temperature or below of one or more condensable components of the gases, namely water vapour.
  • the condenser 232 is configured to reduce the temperature of the exhaust gas to approximately 100°C and below 100°C to condense water vapour in the gas. It will be appreciated that other forms of passive and/or active cooling devices may be utilised to reduce the temperature of the gas flowing through the circuit to the dew point temperature of one or more condensable components. For example, in some embodiments relatively cold air may be redirected from a vehicle's air conditioning or other cooling system to cool and condense the exhaust gas. In some embodiments, the engine's fuel gas (prior to heating of the gas) such as in a Liquid Petroleum Gas (LPG) or a Liquid Nitrogen engine can be used to cool and condense the exhaust gas.
  • LPG Liquid Petroleum Gas
  • Nitrogen engine can be used to cool and condense the exhaust gas.
  • the output of the condenser 232 is fluidly coupled to the intermediate fluid pathway 237.
  • the output of the one or more condensers 232 is fluidiy coupled to a scrubber 234 in the form of a container, conduit or any other receptacle configured to retain and store a body of liquid 300 therein.
  • the liquid may be initially provided from an externa! source, however during operation of the system 230 the liquid is predominantly provided by the condensation of condensable gases flowing through the condenser(s) 232.
  • a divider 238 is located within the scrubber 238 for substantially separating the liquid 300 from the gases outlets 237A-C.
  • the dtvider 238 may be any form of baffle located between the inlet of the scrubber and the outlets 237 A-C.
  • the divider 238 is preferably substantially vertically oriented within the container to prevent Iiquid 300 from flowing into the outlets 237A-C.
  • An opening 238a is provided at an upper end of the divider 238 for gases to flow therethrough.
  • a plurality of apertures 232a are preferably provided for non- condensed gases to exit out of and bubble through the body of iiquid 300, thereby generated treated exhaust gases fluid.
  • the treated exhaust gases fluid comprises saturated gases.
  • the treated fluid continues to flow above the body of Iiquid and into the opening 238a towards the outlets 237A-C. Heavier saturated gases B, C flow down towards the lower outlets 237b, 237C, whilst lighter dry gases A flow directly into upper outlet 237A.
  • the term "treated" as used in this specification in reiation to the exhaust gases fluid means an exhaust gases fluid altered in its constituents relative to an exhaust gases fluid exiting a combustion chamber.
  • An output fluid pathway 243 connects to the outlet 237C for enabling the Row of treated exhaust gases fluid comprising saturated gases past at least one associated heat source. Saturated gases are heated, preferably past a boiling point of the liquid components of the gases, produce vapour and/or steam.
  • the output fluid pathway 244 is fluidly coupled to the inlet gases pathway 216 of the combustion chamber for delivering the vapour/steam to the chamber.
  • the outlet fluid pathway 243 is in the preferred embodiment fluidly coupied to a relatively lo pressure fluid pathway that is fluidly connected to the high pressure gases infet pathway 216 of the combustion chamber.
  • the outlet fluid pathway 243 is fluidly coupled to a low pressure output pathway 271 of an air filter assembly 270 via a nozzle assembly 260.
  • a second output fluid pathway 236 is fluidly connected between the outlets 237A, 237B of the scrubber and the low pressure side of the inlet fluid pathway 216.
  • the second output 236 is configured to direct a mixture of substantially dry and saturated gases towards the low pressure side of the inlet pathway 216.
  • the second output 236 is preferably also fluidl coupled to the nozzle assembly 260. Fluid flowing through the second output pathway 236 may also be heated and vaporised by an associated heat source.
  • the nozzle 260 collects fluid in the form of steam, saturated gases and dry gases supplied by the outputs 243 and 236 and supplies it to the engine's combustion chamber 211 through inlet path 216.
  • the low pressure gases flow of the air fitter outlet 271 draws the gases supplied by the outputs 243 and 236 to the inlet 216.
  • the nozzle 260 is located above the scrubber 234 to gravitationally prevent or discourage flow of liquid 300 and sediments/other unwanted particles into the nozzle assembly 260.
  • a portion or all of the gas is redirected into the inlet pathway 231 of the recirculation system 230 by action of the pressure cycles produces by the combustion chamber.
  • the induced exhaust gases fluid is directed towards the condenser(s) 232 configured to reduce the temperature of the gas to dew point or below the dew point temperature of the condensable components of the gas.
  • the dew point temperature may be for example approximately 100°C, In this manner, water vapour and other condensable components within the exhaust gas are condensed to form a liquid.
  • the liquid 300 accumulates at the condenser 232 output for non-condensed gases to traverse through.
  • the body of liquid 300 and/or the condenser(s ⁇ 232 also reduce the pressure of the gases flowing through the system 230 to approximately zero or negative pressure. As exhaust gases flow through the liquid 300 some of the particles become saturated. Substantially saturated and substantially dry gases then flow through the opening 238a at the upper end of the divider and into the outlets 237A-237C.
  • Treated exhaust gases fluid comprising saturated gases C flows through outlet 237C and into output pathway 243 traversing adjacent one or more heat sources or heat exchangers coupled to heat sources for absorbing heat and vaporising the liquid components of the saturated gases.
  • the flow of gases in the treated exhaust gases fluid can energis and heat up the saturated gases within the output pathway 243.
  • This vapour is then supplied to the relatively low pressure region at the nozzle assembly 260 to be drawn into the relatively high pressure region of the gases inlet pathway 216, Similarly, a mixture of dry and saturated gases A, B flows from the outlets 237A, 237B into the output pathway 236 and is supplied to the relatively low pressure region at the nozzle assembly 260 for drawing the gases mixture into the relatively high pressure region of the gases inlet pathway 216.
  • steam enters the combustion chamber via inlet 212, it will further heat and change phase into superheated steam. Superheated steam acts as an expansion fluid and increase the engine's thermal combustion efficiency.
  • the process of condensing the exhaust gas separates the useful condensate component of the exhaust gas mixture from the non-condensable exhaust gas components (at substantially atmospheric pressure); such as C0 2/ NO*, CO, N and other particulate matter that otherwise reduce engine efficiency.
  • the flow of fluid through the system 230 is substantially un -obstructed/ unrestricted by valves or any other such components.
  • the flow of fluid is predominantly or primarily controlled by the pressure cycles generated b the operation of the combustion chamber.
  • the combustion chamber produces minima! to no exhaust gases so gases do not flo through the system.
  • the condenser(s) 232 in response to increased gas flow condense a larger volume of gases and generate more liquid 300 to be stored in scrubber 234.
  • the condenser needs to also reduce the pressure of gases to approximately zero or negative.
  • the reduction in pressure is achieved by the increased volume of the condenser 232, the body of liquid 300 at the output of the condenser and the connection of the output pathways 236, 243 to the low pressure region directly adjacent the intake 216.
  • the scrubber/receptacle is also of a volume to act as an expansion chamber for reducing the pressure of exhaust gases fluid flowing through the system 200.
  • liquid may spill over through the opening 238a at the top of the divider 238 and block the outlets 237B, C. This provides a restriction to the flow of gases through the system 230, Such a restriction reduces the flow of gases and reduces generation of condensate, in turn causing the level of the liquid 300 to reduce.
  • the upper outlet 237ft ensures a flow of gas through the system 230 at all times, however, a flow through outlets 237B and 237C is also required to achieve sufficient flow for replenishing the liquid 300 and ensuring sufficient saturation of gases flowing therethrough. In this manner the system 230 becomes self-sufficient without the need for any external valves and/or external control. Also liquid/water 300 does not need to be replenished by an external source expect for during initial priming and servicing for example.
  • the exhaust gases outlet pathway 217 is tapped into and a relatively smaller diameter conduit is fluidly coupled thereto.
  • the relatively larger diameter condenser 232 is then fluidly coupled to the smaller diameter conduit extending from the exhaust outlet,
  • the receptacle 234 is then fluidly coupled to the outlet of the condenser(s) 232.
  • the outlet output fluid path ways/ conduits 243 and 236 are then coupled between the nozzle 260/low pressure fluid pathway and the respective receptacle outlets 237A- C.
  • the engine 200 comprises an internal combustion engine 210 (partially shown) having a combustion chamber 211, an air/fuel inlet 212 and associated inlet valve 213 and an exhaust outlet 214 and associated exhaust valve 215.
  • the inlet valve 213 and exhaust valve 215 fluidly couple the combustion chamber 211 with air inlet and exhaust pathways 216 and 217 respectively,
  • the operation of the engine or combustion machines will not be discussed in detail as this is well known in the art and so not to obscure the details of the invention.
  • the engine 210 may be a two or four stroke engin for example.
  • a retrofitted recirculation system 230 of the invention is coupled to the engine 210 for recirculating exhaust gas in accordance with the process 100 described above.
  • the recirculation system 230 comprises at least an inlet pathway 231 fluidiy coupled to the exhaust pathway 217, at least on condenser 232 fluidl coupled to the inlet pathway 231, an intermediate fluid pathway 237 fluidly coupled to the output of the condenser 232, at least one heat exchanger 235 associated with the intermediate fluid pathway 237 and an outlet fluid pathway directing fluid back towards or into the inlet pathway 216 of the engine 210.
  • the engine system 200 may also comprise an existing conventional exhaust gas recirculation (EGR) system 220 installed therein.
  • the existing EGR system 220 may comprise an inlet fluid path 221 fluidiy coupled to the exhaust pathway 217 that redirects some or all of the exhaust gas back towards the inlet pathway 216.
  • An EGR valve 222 may be incorporated for controlling the timing and volume of induction of exhaust gas through the existing EG system 220.
  • the EGR valve 222 may be controlled by a separate EGR control unit or preferably by the existing power control module of the engine 210.
  • the output end of the valve taps into the inlet pathway 216 through an outlet pathway 223 of the existing EGR system 220.
  • exhaust gas is typically cooled as it is recirculated back into the engine but the temperature of the gas remains sufficiently above the dew point of any condensable components of the gas and thus does not cause a change in phase of any of the gas components at the EGR system operating conditions.
  • exhaust gas exiting the engine may be at approximately 35Q°C.
  • the gas may have cooled to approximately 140°C.
  • the recirculation system 230 of the invention may be installed in parallel with the entire existing EGR system 220 (from the exhaust pathway 217 to the inlet pathway 216 - as shown in dotted lines in figure 2).
  • the modified EG system 230 may comprise a valve 239 for controlling the timing and volume of induction of exhaust gas.
  • the recirculation system may be installed in series with the existing EGR system 220 tapping into the fluid path at the output of the EGR valve 222.
  • the engine 210 is not equipped with a pre-existing EGR system 220, and in which case the recirculation system 230 of the invention is coupled directl to the exhaust pathway 217 and preferably comprises a valve 239 as described above.
  • the vaive 239 and/or the valve 222 control(s) the flow of redirected or recirculated gases.
  • the valve 239 and/or 222 controls) the flow and/or pressure of exhaust gas through the recirculation system 230.
  • a control unit associated with the valve such as the engine power control module, senses the properties of the engine's exhaust gas such as flow and pressure and controls the operation of the valve accordingly.
  • a reed/poppet valve may be used to redirect the flow of exhaust gas through the system.
  • a poppet valve is a va!ve used to control the timing and volume of gas flow into the recirculation system 230, It will be appreciated that any other type of valve suitable for use with engine conditions may be used.
  • the valve(s) also provide(s) a means of regulating the systems internal temperature, preventing water, condensed from the exhaust gases and contained in the system storage (as later described) from freezing in cold climates. The regulated temperature also assists in emulsification, atomization and flow of the mixture of gas and water. Furthermore the invention's condenser operation is enhanced by this flow control.
  • one or more condensers 232 are provided for condensing the condensable gases of the exhaust gas mixture.
  • the condensers 232 may be configured to reduce the pressure of the exhaust gas flowing into the device 232 to reduce the temperature of the gas as described above for the first preferred embodiment.
  • the controi valve 222 or 239 by controlling the flow of gas may increase the efficiency of the condenser 232.
  • the reduction of exhaust gas fiow though the vafve at higher speed may provide the system with the time for the exhaust gas to be condensed. This action could increase the efficiency of the condensers 232 and allows for an inexpensive condenser design.
  • the one or more heat exchangers 235 are configured to transfer waste heat from the engine 210 to the fluid flowing through the intermediate fluid pathway 237.
  • the heat exchanger(s) 235 heat the fluid within the intermediate pathway 237 above the dew point temperature of one or more liquid components of the fluid, namely water to generate vapour or steam. It will be appreciated that any type of heat exchanger known in the art of mechanical and/or thermodynamic engineering may be used.
  • the heat exchanger(s) are preferably installed proximate any one or more waste heat sources including a cooling device (radiator) associated th engine and/or combustion chamber walls for example.
  • the liquid is reheated by the heat exchanger(s) 235 to above the boiling temperature of the liquid to create vapour/steam. Steam is then redirected back towards the inlet pathwa 216 of the engine 210 via output fluid pathway 236. As steam enters the combustion chamber via inlet 212, it will further heat and change phase into superheated steam, Superheated steam acts as an expansion fluid and increase the engine's thermal combustion efficiency.
  • the process of condensing the exhaust gas separates the useful condensate component of the exhaust gas mixture from the non- condensable exhaust gas components (at substantiall atmospheric pressure); such as CQ 2 , NO ; ⁇ , CO, N and other particulate matter that otherwise reduce engine efficiency.
  • the recirculation system 230 further comprises a wet scrubber 234 fluidly coupled between intermediate fluid pathway 237 and the condenser 232.
  • the scrubber contains a body of liquid 234a configured to dissolve and/or separate solid components/sediments of the exhaust gas to clean the fluid flowing through the system 230.
  • the body of liquid contained within the scrubber 234 is preferably the liquid generated by the condenser 232.
  • the saturated gases fluid flows through the intermediate fluid pathway 237 where it becomes heated by the heat exchanger 235.
  • Water surrounding the gas mo!ecules is vaporised into steam by action of the heat exchanger 235 and this steam is then directed through the outlet pathway 236 to the air inlet pathway 216 of the combustion chamber.
  • the flow of gas and liquid through the recircuiation system 230 is controlled by the pressure cycles of the engine 210.
  • the engine 210 does not generate sufficient pressure for circulating the exhaust gas through the main circuit of the recirculation system 230.
  • positive and negative pressures exhibited at the exhaust outlet 214 and air/fuel inlet 212 are created on either side of the main circuit of the recircuiation system 230 moves the fluid within the circuit through the system 230.
  • the modified recirculation system 230 does not require the use of additional pumps or injection units for example to actively facilitate the circulation of gas and liquid through the circuit of the system 230,
  • the engine system 200 of the third embodiment comprises an engine 210, an existing EGR system 220 and a recirculation system comprising three circuits; a primary circuit 230, and two supplementary circuits 240 and 250.
  • the components of the engine 210 and existing EG system 220 are as described above.
  • the components and operation of the circuits 230-250 will now be described in further detail .
  • the primary and two supplementary circuits 230-250 share common initial stages, including a condenser 232, a scrubber 234 and a heat exchanger 235 as described above for the second embodiment.
  • the circuits comprise an exhaust gas inlet 231 (connected to either the existing EGR system outlet or directly to the exhaust gas outlet pathway 217 of the engine 210) and a condenser 232 flu idly coupled to this inlet 231 preferably via a control valve 222/239 as described above.
  • the condenser 232 is preferably a conduit of increased diameter configured to reduce the temperature of the exhaust gas flowing through the circuit 230 to a dew point temperature of a least the one condensable component of the gas. This condensable component is preferably water vapour.
  • the conduit is designed to reduce the temperature of the exhaust gas to the dew point temperature of water- vapour which is approximatel 100°C for instance.
  • the circuit may comprise any number of condensers of the same and/or different sizes and/or structures and coupled in series or parallel to condense the condensable components of the fluid flowing therethrough and supply the resulting fluid to the scrubber 234.
  • the condenser 232 is fluid!y coupled to a wet scrubber 234 comprising a container 234 having a body of liquid retained therein .
  • the body of liquid is the condensed liquid (e.g. water) produced by the condenser 232.
  • the container is initially filled with a body of liquid which is eventually used up and replaced by the condensed liquid during operation.
  • the scrubber 234 dissolves and/or otherwise removes some of the unwanted substances in the exhaust gas and prevents it from traversing further through the system.
  • the scrubber 234 also allows the non-condensable gases of the exhaust gas to flow/bubble through the liquid contained therein to output a saturated gases fluid composed of non- condensable gases saturated with liquid (e.g. water).
  • An internal fluid pathway 251 provided by a conduit or set of conduits such as tube(s) 251 is(are) provided through the container 234 to allow some of th saturated gases fluid to flow therethrough and into the pathway of the circuit 250 as will be described in further detail below.
  • the scrubber 234 forms part of all three circuits 230-250 and the conduit 251 is (are) provided for the third circuit 250.
  • the scrubber filters and traps any solid particles and dissolves these particles.
  • a release valve is associated with the container for discarding and trapped solid matter tha is not dissolved. The release valve may also be used for priming the scrubber/system with water and as a testing port.
  • this new water is the only water source employed in the system and there is no requirement to add more water to form the source of steam.
  • the system is a self-supporting closed loop system.
  • a one way check valve 233 is provided between the condenser 232 and the scrubber 234 for limiting the direction of travel of fluid through the circuits 230-250 from condenser to scrubber and substantially preventing fluid from flowing back through the condenser from the scrubber.
  • the output of the scrubber 234 is fluidly coupled to the intermediate fluid pathway 237 that traverses proximate (preferably via) the heat exchanger 235,
  • the heat exchanger 235 is configured to heat the saturated gases fluid exiting the scrubber 234 to above a boiling point temperature of the liquid in the fluid to produce vapour/steam,
  • One or more heat exchangers 235 may be provided in series to aid in the production of va our/ steam from the saturated gases fluid.
  • the heat exchanger is an indirect single pass heat exchanger 235. However, it should be appreciated that any type and any number of heat exchanger(s) 235 may be utilised.
  • the heat exchanger 235 is coupled to one or more heat sources for transferring heat to the fluid flowing through the exchanger.
  • the one or more heat sources are any of one or more other components of the engine system 200 that generate, recover and/or transfer waste heat from the engine system 200.
  • the heat exchanger may be coupled to any combination of one or more of: the engine's cooling system/radiator, the engine oil and/or transmission cooling system, the engine lubrication oils, hydraulic pump units driven by the engine, and/or the engine's exhaust system.
  • a receptacle or storage vessel 241 is provided after the scrubber 234, forming part of the second circuit 240.
  • the receptacle 241 is closely associated with the heat exchanger 235 and configured to retain a volume of liquid therein.
  • the receptacle is configured to receive, accumulate and store a volume of liquid produced through condensation of the condensable components of the saturated gases fluid after sufficient cooling of the system (when the engine is not operating or cool for example).
  • the receptacle 241 may also store and accumulate condensate of other gases or other liquid within the recirculation system.
  • the receptacle is also configured to allow the expansion of gases as described for the first embodiment.
  • the receptacle 241 is, in the third embodiment, located below the scrubber 234 and the majority of the components of the recirculation circuit to gravitationally receive and accumulate liquid formed within the system.
  • the receptacle 241 is closely associated with the heat exchanger 235 to heat the liquid contained therein .
  • the receptacle 241 is provided as pa rt of the heat exchanger 235 but in alternative embodiments may be a separate device fiuidly coupled to the scrubber and closely associated with the heat exchanger 235 for receiving heat therefrom. In yet another alternative the receptacle 241 is separate and not associated with the heat exchanger 235.
  • the second circuit 240 of the system 200 produces a continuous supply of water from exhaust gas by redirecting and condensing a proportion of exhaust gas. This provides a method to maintain a predetermined volume of generated wate in a chambe to change phase into steam as required by the engine.
  • the conduit or tube 251 of the third circuit 250 extends through the scrubber 234 at one end, through the fluid pathway 237 and heat exchanger 235 and is fiuidly coupled to an atomizer 252 at the other end .
  • a set of two or more conduits 251 may be provided in parallel from the scrubber to the atomiser.
  • the conduit or conduits 251 is/are preferably formed from a non-metal material, for example a plastics material .
  • the heat exchanger 235 heats up the fluid flowing through the conduit 251.
  • the conduit 251 may alternatively run parallel or foe otherwise be closely associated with the heat exchanger 235 for heating up the fluid flowing there through.
  • An output fluid pathway 236 is fluidiy coupled with and extends from an output of intermediate fluid pathway 237 after the heat exchanger 235 and towards a collective nozzle assembly 260 common to all circuits 230-250.
  • a mixture of steam, produced by the heat exchanger 235, and other non-condensable gases flows through the conduit 236 towards the nozzle assembly 260,
  • the components of the first circuit comprise: a fluid path 231 connecting the output of the exhaust pathway 217 to a condenser 232, a condenser 232, a scrubber 234 at the output of the condenser 232 with an optional one way valve 233 there between, an intermediate pathway 237 coupled to one or more heat exchangers 235 and the output of the scrubber 234, and an output pathway 236 coupled between the heat exchanger output and an inlet of th nozzle assembly 260,
  • a second circuit fluid pathway 242 extends from an output of the receptacle 241 of or closely associated with the heat exchanger 235 to deliver fluid through a heat exchanger 243 of the second circuit 240.
  • the heat exchanger 243 is coupled to one or more heat sources to generate heat sufficient to increase the temperature of the fluid flowing there through to at least the boiling temperature of the liquid, thereby creating steam.
  • the heat exchanger 243 is closely associated with the cylinder walls of the combustion chamber 211 and/or to the exhaust manifold of the engine 210.
  • An outlet of the heat exchange 243 is fluidiy connected with an output fluid pathway 244 coupled to the input of the nozzle assembly 260.
  • the pathway 244 delivers the steam generated by the heat exchanger 243 to the nozzle assembly 260.
  • the conduit or tube 251 of the third circuit 250 extending through the scrubber and heat exchanger 235 is fluidiy coupled to an atomizer nozzle assembly 252 configured to generate an aerosol fluid (preferably of an increased flow rate) from the heated saturated gas and/or steam.
  • the atomiser nozzle 252 consists of a draw tube with dra vents which extends through the heat exchanger 235 and connecting conduit 251. The draw tube is perforated throughout its length to encourage the flow and consistency of the water/gas mixture and a consistent temperature of the water/gas mixture.
  • An output fluid pathway 253 of the third circuit 250 fluidiy couples the output of the atomizer nozzle assembly 252 to deliver the aerosol fluid and/ or steam to the nozzle assembly 260.
  • the fluid pathway 253 is preferably routed in a manner which allows the recovery/tra nsfer of external engine heat.
  • one or more heat sources for example engine waste heat sources, are closely associated with the output conduit 253 for heating the aerosol fluid and assisting in generating steam as the fluid flows through the pathway 253.
  • the atomizer nozzle 252 only permits fiuid through the nozzle 252 in the direction of connecting conduit 251 towards the output path 253.
  • a balance fluid pathway 254 extends between the atomizer nozzle assembly 252 and the air intake path 271 of the engine system 200 to form a closed loop circuit.
  • the balance pathway 254 is fluidly coupled to the output pathway 253 to provid filtered air from the engine's air intake to the pathway 253.
  • the balance pathway 254 is also fluidly coupled to the atomiser nozzle 252. Air flow through the balance pathway creates a vacuum or suction pressure at the atomiser nozzle assembly 252. This action forces the saturated gases fluid i n through tube(s) 251, through the atomiser to generate an aerosol fluid from the heated saturated gases mixture and/or steam, and into the outlet pathway 253,
  • Fluid pathway 253 is fluidly coupled at the nozzle 260 closer to the engine to allow air to pass through 252. Air is sourced through fluid pathway 254 upstrea m from fluid pathway 253 but from the same air intake duct 271 of the engine. This arrangement provides clean air post the engine's ai r filter 270 and generates a flow of air through the atomiser 252 to draw moist gas therethrough. As the engine speed/ load increases either at a fast rate or steady rate, fluid pathway 254 balances the flow rate through the closed loop, as pressure differential between the connection passages of fluid pathway 254 and fluid pathway 253 to the air intake 271 are reduced .
  • the nozzle 260 assembly is coupled to the output fluid pathways 236, 244 and 253 of the three circuits 230-250.
  • the nozzle 260 is also coupled to the air intake path 271 of the engin system 200.
  • the air intake path 271 may be the output of an air filter 270 for example.
  • An output of the nozzle assembly couples the air inlet path 216 of the engin 210.
  • the nozzle 260 collects steam produced by the three circuits 230-250 and supplies it to the engine's combustion chamber 211 through inlet path 216,
  • the nozzle 260 is located above at least the scrubber 234 and preferably also the heat exchangers 235 and 243 and the receptacle 241 to gravitationally prevent or discourage flow of sediments and other unwanted particles into the nozzle assembly.
  • the scrubber 234 is preferably located below the heat exchangers 235 and 243 to gravitationally encourage the flow of working medium fluid towards the scrubber.
  • the fluid pathways 231, 236, 237, 242, 244, 253 and 254 of the recirculation system and/or any other pathways are each formed from any combination of one or more conduits including tubing, piping, ducting manifolds and/or any other components well known in the art.
  • the conduits are preferably formed from a non-ferrous metal material . It should be appreciated that a non-ferrous metal conduit could be any metal conduit, including alloys, that does not contain iron in appreciable amounts.
  • the routing and location of the pathways 236, 242 and 253 configured to deliver gas and steam to the engine 210 are designed to allow condensed steam to reenter the liquid receptacle 241 under the action of gravity when pressure forces within these pathways are substantially low.
  • the pathways 236, 253 and 254 are also designed to trap any liquid (water) within the pathway and prevent the liquid from entering the engine 210 when steam is not being drawn by the engine. This action of returning and trapping iiquid eliminates the possibility of creating an engine operating deficiency.
  • the system components are operating continuously regardless of the engine speed/ load.
  • the system is designed to contain the recovered and reclaimed heat and exhaust gas within the closed loop system.
  • An engine in the context of this invention shall be understood to include a machine designed to convert heat energy into another useful form of energy such as mechanical motion or electrical energy for example.
  • a mixture monitoring control vaive (not shown) is installed.
  • the mixture monitoring control valve controls maximum safe working level, flow rate and also acts as a test port for any maintenance or fault finding.
  • the mixture monitoring control valve also ensures no water can enter the engine directly by flooding the system or by an excess build-up of water in the system.
  • the primary circuit 230 is operable when the engine is under load, for example during throttle and/or during cruise of a vehicle engine for exampie.
  • air intake pressure changes, thereby creating a venturi at the nozzle assembly 260 wherein the output conduit 236 of the primary circuit 230 couples.
  • This pressure draws in exhaust gas from the output of the exhaust pathway 217 or existing EGR system 220 (depending on where input 231 of primary circuit is located) and into the primary circuit 230 (step 110) .
  • the exhaust gas flowing through the primary circuit may be regulated by a control valve of the primary circuit 239 or of the existing EGR system 222, or by the orifice sizing into the exhaust gases passage.
  • Exhaust gas exiting the valve flows into the condenser 232 where condensable components of the exhaust gas including water vapour a re condensed into a liquid state (step 120) .
  • Liquid generated from condensation is transferred (via flow of gas pressure through the circuit 230) into the scrubber 234 where it is retained and used for dissolving/separating unwanted sediments and/or saturating non-condensable gases (step 125).
  • a minimum level of liquid within the scrubber is maintained during operation of the primary circuit 230.
  • non-condensable gases such as Nitrogen (N), C0 2 and NO x
  • N Nitrogen
  • C0 2 and NO x flow through the liquid in the scrubber 234
  • these gases also move the liquid constituents of the fluid to heat up the fluid and encourage vaporisation of the liquid constituents.
  • the liquid produced from the condensed gases (including water vapour) of the exha ust gas mixture aiso dissolves a nd separates solid components sediments of the exhaust gas, including volatile organi compounds that may otherwise be harmful to the engine and/or detrimental to the engine's combustion efficiency.
  • a sediment drain and/or associated relief valve may be associated with the scrubber 234 for removing trapped matter that did not dissolved in th liquid in use.
  • a wet satu rated gases fluid exits the scrubber 234 and enters the fluid pathway 237 leading to the heat exchanger 235.
  • the primary circuit 230 is operative only when the engine is under load and a sufficient pressure of air flows through the intake pathway 271. This creates the necessary suction at the nozzle assembly for drawing the exhaust gas through the various components of the primary circuit.
  • the second circuit 240 operates during all stages of engine operation including idle provided there is liquid in the receptacle 241 .
  • any condensable gas such as water vapour steam contained in any of the circuits 230-250 and not delivered to the engine condenses into a liquid.
  • This liquid is directed towards and accumulates in the receptacle 241 of the second circuit 240.
  • Other liquid present within the system and not driven by gas pressures through the system also flows towards and is accumulated within the receptacle 241 ,
  • the receptacle is positioned such that all liquid and condensate within the recirculation system g ravitationaily flows into the receptacle when not otherwise influenced by gas pressures (step 170) .
  • the liquid in the receptacle 241 is redirected through the conduit 242 to the heat exchanger 243 where it is heated to its boiling temperature to create steam (step 175).
  • Steam is drawn into the nozzle assembly under load (ste 180) and is then fed into the combustion chamber to generate superheated steam (step 185) as described for the primary circuit 230 above.
  • the steam entering the engine at idle and under load continuously removes and prevents carbon deposits from forming and stabilizes the air to fuel mixture, this in turn reduces fuel consumption and emissions at idie.
  • the third circuit 250 similar to the first, only operates during engine loading under the influence of redirected air flowing from the intake pathway 271 and into the balance pathway 254. This creates a vacuum at the atomizer nozzle assembly 252 drawing exhaust gas through the condenser 232 and scrubber 234 and then through tube(s) 251 (step 190).
  • Non-condensable exhaust gases flowing through the conduit 251 become saturated as they traverse through scrubber 234 (step 191).
  • these saturated gas molecules traverse through the conduit 251, they collide with one another increasing their energy and thus their temperature.
  • the gases are led through or adjacent the heat exchanger 235 the are further heated and a portion of which may have their liquid components revaporise into steam (step 192).
  • the wet gases mixture and steam are fed through the atomiser nozzle (step 193) and the aerosol fluid output by the atomiser nozzle assembly 252 is directed into fluid pathway 253 for delivery to the nozzle assembly 260 (step 194).
  • the aerosol fluid is further heated by one or more heat sources cioseiy associated with the pathway 253 to generate steam.
  • the steam is deiivered to the internal combustion engine and superheated to generate an expansion fluid (step 195) as described for the primary circuit 230 above.
  • the air flow through the third circuit is controlled by the engine. As engine speed increases it draws more air through the air intake 271 and into the balance pathway 254. This pushes more air through the outlet pathway 253 and increases the flow of atomised fluid through this outlet path.
  • the flow of air through the balance pathway 254 also creates a venturi at the junction with the tube(s) 251 to draw in fluid through the atomiser 252. Atomised fluid remaining in the outlet pathway 253 after the engine has stopped drains back towards the atomiser nozzle 252 preventing water entering the engine on start up.
  • the balance conduit 254 performs in a way which is similar to the outlet pathway 253 in that as engine speed increases the flow of filtered air increases. This subsequently slows the air flow in the pathway 253.
  • the pathways 253 and 254 are located in specified positions to draw air quickly and to prevent excess air draw when the engine speed/load increases or decreases rapidly.
  • the routing and location of the connection of the pathways 253 and 254 provide a closed loop system, thus not releasing or adding any air to the engine 210.
  • the closed loop system afso provides a confined chamber for the atomised water to absorb engine heat quickly and be maintained in a gaseous phase, regardless of the air temperature and engine speed.
  • the absorption of heat by steam entering the combustion chamber causes a rapid expansion of the steam in the chamber 211. This expansion increases the engine compression pressure, therefore increasing engine efficiency.
  • steam moving through the engine 210 provides a method to remove and prevent carbon deposits from forming in the engine 210.
  • the steam moves towards the engine's combustion chamber(s) 210 and carbon is removed and prevented from forming, due to the effects of the steam cleaning.
  • control valve 222/239 is configured to regulate the flo of exhaust gas through the recirculation system 230-250 depending on the state of the engine, such as the speed or load experienced by the engine.
  • control valve 222 is configured to permit a relatively higher/large volume of exhaust gas through the system 230 during low exhaust gas pressure or flow and/or during idie and/or during light load states of the engine, and to permit no exhaust gas or a relatively lower/small volume of exhaust gas flow through the system 230 at medium-high ioads and/or increased speed and/or high exhaust gas pressure or fiow states of the engine.
  • the bubble action excites the body of water i the system helping the atomisation of water drawn through the atomising nozzle assembly (ANA) 252.
  • ANA atomising nozzle assembly
  • control valve 239 is configured to permit no exhaust gas or a relatively lower/smaii volume of exhaust gas through the system 230 during low exhaust gas pressure or flow and/or during idle and/or during light load states of the engine, and to permit a relatively higher/large volume of exhaust gas flow through the system 230 at medium-high Ioads and/or increased speed and/or high exhaust gas pressure or flow states of the engine,
  • the control valve 222/239 permits a constant volume of gas and/ or does not operate depending on engine load or speed.
  • the second and third embodiment systems 200 uses exhaust gas extracted from an existing Exhaust Gas Recirculation system (EGR).
  • EGR Exhaust Gas Recirculation system
  • the exhaust gas flow to the system is controlled by the EG system and or the engine control unit (ECU) which can also be known as the Powertrain control module (PCM).
  • the system can be controlled fully by the EGR system, therefore integrating the system with the engine control and safety systems.
  • the volume and flow rates of the exhaust gas through the system and the resulting gas mixture introduced to the engine are controlled by the engine.
  • the system can be tuned to suit specified engine types, speeds and loads.
  • the system ha rvests exhaust gas from the EG system from the point of lowest temperature, but prior to the exhaust gas / air mixing stage. It reduces the temperature and pressure of this harvested exhaust gas further and below the temperature of the EGR mixing stage above.
  • the harvested gas is then separated into its condensable and non-condensable components (at low pressure),
  • the condensate component is used as a scrubbing medium (trapping solid matter) as well as absorbing some of th non-condensable gas component. These components are allowed to move freely through the system.
  • the system's working medium which consists of gas, liquid and steam.
  • the entire working medium is both drawn and pushed through the system by the engine's pulsation pressures caused by the engine expelling exhaust gas and consumption of air.
  • the system employs a heat exchanger (using engine waste heat) to heat the components producing a working mixture of gas and steam.
  • the reformed working medium is then drawn into the engine's air intake via convection at the connection of the system nozzle and the engine's air intake duct.
  • the engine's pulses creates a method to maintain a flow of working medium throughout the system.
  • the working medium/ system fluid moves in a non-uniform motion.
  • Gas can bubble through the condensate within the scrubbing vessel or move through the device above the condensate.
  • the working mixture flows into at least one heat exchanger of the system before entering the engine's combustion chamber.
  • the system diverts some of the working medium into another heat exchanger to raise the temperature above that harvested from the EGR.
  • the system diverts some condensate into an atomiser nozzle, where it changes phase to steam as it is drawn through the system's heat exchanger,
  • the steam component of the working medium flows at a faster rate due to its lower density when compared to the engine's air intake.
  • the steam moves through the system and into the engine's combustion chamber at a higher velocity than the air intake cha ge,
  • Emulsifying and Atomising Gas and Water mixture Emulsifying and Atomising Gas and Water mixture
  • the device of the present invention allows the driver of a vehicle for example to ease off the gas pedal (accelerator) and reduce fuel consumptions and emissions.
  • the device has fail safe systems, preventing excess steam and untreated exhaust gas entering the engine.
  • the water level in the device wili remain constant.
  • the flow of exhaust gas through the device is controlled by the engine.
  • the exhaust gas flow to the engine is also controlled by the engine, In a typical engine, flow increases when the engine is under load or when speed increases; this provides more power to the engine when required.
  • a key feature to this device Ss it is progressive, providing small amounts of steam and exhaust gas over a longer period, right across the engine's operation demands. This action increases the engine efficiency by prevention carbon deposits and stabilizing the air/fuel mixture.
  • the device does not compromise the engine's computer management system or affect automotive design regulations.
  • the present invention provides a design which is a less complicated system requiring no ongoing servicing.
  • the invention design is a progressive approach to introducing steam into an engine. Where some systems require large amounts of water, this method requires relativity small amounts of water to make measurable improvements in combustion efficiency. This approach combined with the exhaust flow control at the exit point of an exhaust system increases the overall performance.
  • Redirecting exhaust gas at the exit point of the exhaust system/vent provides a cost effective way of installing the device, it is non-intrusive, reduces the potential of solid contaminations from re-entering the engine.
  • the system When installed in a motor vehicle, the system eliminates the need for a bulky cooling device and complex condensers to recirculate exhaust gases into an engine.
  • the present invention provides an apparatus and method that is an inexpensive solution to reducing emissions and fuel consumption in engines. This technology can be scaled up or down to suit any type of engine that has an exhaust gas vent.
  • the system connections betwee the engine's exhaust vent and air intake duct and the system provide the method and means for both an engine and the system to communicate with each other, ensuring reclaimed exhaust gas and steam are delivered in time with the engine's requirements.
  • the invention does not rely on mechanical pumps or electronic systems.
  • the system is a dosed loop system which utilises waste heat from the engine and condenses exhaust gas to form a working medium or water for the conversion to steam. This basically means that no added water is required to fuel the system.
  • the steam is generated by condensing the exhaust gas to produc a working medium which when converted to steam is injected into the combustion chamber of an engine to act as an expansion fluid to increase the thermal combustion efficiency of the engine.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Water Supply & Treatment (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Treating Waste Gases (AREA)

Abstract

L'invention concerne un procédé et un système destinés à améliorer l'efficacité d'une machine de combustion, en faisant recirculer et en traitant les gaz d'échappement générés par la machine et en dirigeant les gaz en retour vers l'entrée d'une chambre de combustion de la machine. Le système et le procédé redirigent les gaz d'échappement circulant à travers la sortie de gaz d'échappement dans un ou plusieurs condensateurs, afin de condenser la vapeur dans les gaz d'échappement en liquide, ils dirigent les gaz ne pouvant pas être condensés des gaz d'échappement à travers le liquide afin de générer un fluide des gaz d'échappement traité comprenant des gaz saturés, ils vaporisent le composant liquide des gaz saturés dans le fluide des gaz d'échappement traité afin de produire de la vapeur et ils introduisent la vapeur dans la chambre de combustion. Le système et le procédé réduisent la température et la pression du fluide des gaz d'échappement recirculés à un niveau suffisant pour provoquer la condensation des composants pouvant être condensés dans le fluide et pour permettre au système de fonctionner en auto-suffisance, en association avec la machine de combustion, de préférence sans avoir besoin d'une entrée ou d'une commande externe.
PCT/AU2014/050397 2013-12-06 2014-12-04 Système et procédé d'amélioration de l'efficacité de combustion WO2015081388A1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
AU2013904745A AU2013904745A0 (en) 2013-12-06 Improved Engine Efficiency System
AU2013904745 2013-12-06
AU2014902840A AU2014902840A0 (en) 2014-07-23 System and Method for Improving Combustion Efficiency
AU2014902840 2014-07-23

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Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN106437981A (zh) * 2016-09-19 2017-02-22 山东大学 一种汽车排气管碳纤维过滤器
WO2017041857A1 (fr) * 2015-09-11 2017-03-16 Volvo Truck Corporation Agencement de recirculation de gaz d'échappement

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Publication number Priority date Publication date Assignee Title
US7266943B2 (en) * 2002-07-25 2007-09-11 Converter Technology, Inc. Exhaust after-treatment system for the reduction of pollutants from diesel engine exhaust and related method
CN102140978A (zh) * 2010-01-29 2011-08-03 曼恩柴油机涡轮公司,曼恩柴油机涡轮德国公司子公司 具有排气再循环系统的大型二冲程柴油发动机
US20120222420A1 (en) * 2011-03-03 2012-09-06 Peter Geskes Internal combustion engine
WO2013178691A1 (fr) * 2012-06-01 2013-12-05 Man Diesel & Turbo Se Moteur à combustion interne à suralimentation en gaz d'échappement et recirculation des gaz d'échappement
US20140150758A1 (en) * 2012-12-04 2014-06-05 General Electric Company Exhaust gas recirculation system with condensate removal

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* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7266943B2 (en) * 2002-07-25 2007-09-11 Converter Technology, Inc. Exhaust after-treatment system for the reduction of pollutants from diesel engine exhaust and related method
CN102140978A (zh) * 2010-01-29 2011-08-03 曼恩柴油机涡轮公司,曼恩柴油机涡轮德国公司子公司 具有排气再循环系统的大型二冲程柴油发动机
US20120222420A1 (en) * 2011-03-03 2012-09-06 Peter Geskes Internal combustion engine
WO2013178691A1 (fr) * 2012-06-01 2013-12-05 Man Diesel & Turbo Se Moteur à combustion interne à suralimentation en gaz d'échappement et recirculation des gaz d'échappement
US20140150758A1 (en) * 2012-12-04 2014-06-05 General Electric Company Exhaust gas recirculation system with condensate removal

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017041857A1 (fr) * 2015-09-11 2017-03-16 Volvo Truck Corporation Agencement de recirculation de gaz d'échappement
CN108026870A (zh) * 2015-09-11 2018-05-11 沃尔沃卡车集团 排气再循环装置
CN114607532A (zh) * 2015-09-11 2022-06-10 沃尔沃卡车集团 排气再循环装置
CN106437981A (zh) * 2016-09-19 2017-02-22 山东大学 一种汽车排气管碳纤维过滤器
CN106437981B (zh) * 2016-09-19 2018-12-21 山东大学 一种汽车排气管碳纤维过滤器

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