WO2018007865A1 - Moteur à combustion à charge stratifiée - Google Patents

Moteur à combustion à charge stratifiée Download PDF

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Publication number
WO2018007865A1
WO2018007865A1 PCT/IB2017/000806 IB2017000806W WO2018007865A1 WO 2018007865 A1 WO2018007865 A1 WO 2018007865A1 IB 2017000806 W IB2017000806 W IB 2017000806W WO 2018007865 A1 WO2018007865 A1 WO 2018007865A1
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WIPO (PCT)
Prior art keywords
engine
coating
oxides
carbon containing
cerium
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PCT/IB2017/000806
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English (en)
Inventor
Dominique Bosteels
Original Assignee
Dominique Bosteels
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Application filed by Dominique Bosteels filed Critical Dominique Bosteels
Publication of WO2018007865A1 publication Critical patent/WO2018007865A1/fr
Priority to US15/983,969 priority Critical patent/US10562010B2/en

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B17/00—Engines characterised by means for effecting stratification of charge in cylinders
    • F02B17/005—Engines characterised by means for effecting stratification of charge in cylinders having direct injection in the combustion chamber
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
    • B01J—CHEMICAL OR PHYSICAL PROCESSES, e.g. CATALYSIS OR COLLOID CHEMISTRY; THEIR RELEVANT APPARATUS
    • B01J23/00—Catalysts comprising metals or metal oxides or hydroxides, not provided for in group B01J21/00
    • B01J23/10—Catalysts comprising metals or metal oxides or hydroxides, not provided for in group B01J21/00 of rare earths
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B23/00—Other engines characterised by special shape or construction of combustion chambers to improve operation
    • F02B23/02—Other engines characterised by special shape or construction of combustion chambers to improve operation with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
    • F02B51/02—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving catalysts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B9/00—Engines characterised by other types of ignition
    • F02B9/06—Engines characterised by other types of ignition with non-timed positive ignition, e.g. with hot-spots
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F3/00—Pistons 
    • F02F3/10—Pistons  having surface coverings
    • F02F3/12—Pistons  having surface coverings on piston heads
    • F02F3/14—Pistons  having surface coverings on piston heads within combustion chambers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02P—IGNITION, OTHER THAN COMPRESSION IGNITION, FOR INTERNAL-COMBUSTION ENGINES; TESTING OF IGNITION TIMING IN COMPRESSION-IGNITION ENGINES
    • F02P23/00—Other ignition
    • F02P23/02—Friction, pyrophoric, or catalytic ignition
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the invention relates to an at least partly stratified (such as at least partly dual stratified) charge combustion engine, especially CAI (combustion assisted ignition), HCC, HCSI and HCCI engine, in which the combustion of a hydrocarbon containing fuel generating a flame emitting photon is operated in a chamber with a wall and/or surfaces provided with a cerium oxide - carbon containing coating, said coating further comprising at least comprising oxides of the followings elements Pr, Nd, La and at least Y and/or Zr.
  • the engine of the invention enables a catalytic reduction of NOx exhaust rate.
  • Combustion of fuel can be operated a cold combustion or a hot combustion, by reacting a fuel with oxygen or oxygen containing medium, said reaction comprising oxidation reaction as well as reduction reaction.
  • Fuel efficiency for engines (such as internal combustion engines, external combustion engines, with or without turbo, EGR, etc., possibly as hybrid engines), especially for on road vehicles (like cars and trucks, as well as bikes), ships, trains, flying apparatuses (like aeroplanes), which were considered by mechanical engineers as substantially complete, is more and more questioned, as assumed efficiency figures are not corresponding to the current figures achieved by the end user, for example for cars and trucks, with moreover higher than foreseen CO and NOx exhaust rates, as well as higher C 02 exhaust rates.
  • the proposed system for improving efficiency comprises for example system enabling direct injection, most particularly controlled continuous or intermittent direct injection, instead of fuel admission through the air intake manifold or through a port fuel tube.
  • direct injection (Dl) engines may produce more soot than port fuel injected engines in part due to diffuse flame propagation.
  • fuel may not adequately mix with air prior to combustion, resulting in pockets of rich combustion that generate soot.
  • Dl engines may be susceptible to generating soot during high load and/or high speed conditions when there is a lack of sufficient air and fuel mixing.
  • soot particle
  • Such filter reduces however the engine efficiency, as generating clogging and a pressure drop in the exhaust filter. Due to the high volume of small particles and soot, filter is quickly at least partly clogged. Soot will also generate other problems with respect to gas recycling systems (EGR), that will clog too.
  • EGR gas recycling systems
  • Homogeneous charge combustion has also been proposed for increasing the fuel efficiency. More and more researches have therefor been directed to systems for ensuring CAI, HCC, especially HCCI and HCSI.
  • US7290522 (Prof Heywood et al) relates to homogeneous charge compression ignition (HCCI) engine. As stated by Professor Heywood of the MIT, the use of HCCI combustion ensures high engine efficiency with extremely low NOx, CO and particulate emissions.
  • Opposed piston engines existed in the past (such as for marine and submarines), for example sold under the trade name Fairbanks-Morse. However, more and more researches have now been done for further reducing consumption, as well as for other advantages, as explained in the article "Opposed-piston engines: the future of internal combustion engines?”, Kalke Jakub et al., PhD Interdisciplinary Journal, pages 175-184, 2014 (sdpg.pg.gda.pl/pij/wp- content/blogs.dir/.. V01_2014J 9-kalke.pdf - created on December 8, 2014).
  • the invention is using a heterogeneous catalytic system comprising rare earth metals. Problems associated to heterogeneous catalytic system are among other limited catalytic life time, variable working efficiency in function of reaction conditions, etc.
  • the experience and further searches carried out by the inventor have shown that catalyst could be still be improved, for fuel efficiency purposes for a long period of time, as well as for variable working conditions.
  • the new catalyst of the invention enables also an easier control of the working of the engine, while being submitted to variation of load or speed.
  • the system of the invention is thus a dynamic bi functional or hybrid system combining rare earth metal oxides and non rare earth metal oxides, together with carbon particles.
  • the system of the invention uses a catalytic coating having a good thermal resistance, a good catalytic longevity, a good resistance to vibrations, pressure variations. It seems that some metal elements of the catalyst coating are sintered with the metal surface of the combustion chamber (for example of the aluminium alloy of the combustion chamber).
  • catalyst coatings of the invention were suitable to catalyse redox reactions on and in the porous catalytic coating. It was also observed that due to the catalyst coating of the invention, some flame quenching could be prevented, such as side wall and/or surfaces quenching and/or tube quenching (cylinder quenching). It was also observed that ionisation current was better conserved adjacent to the catalyst coating.
  • the catalyst coating ensures within the free volume of the combustion chamber a thicker intermediate layer between the flame plasma and the catalyst coating of the invention, with respect to a combustion chamber not provided with the catalyst coating.
  • the catalyst coating of the invention ensures a more controlled ionisation level, with reduced chemi ionisation peak and thermal ionisation peak, even in presence of large excess of air, such as with lambda value of more than 1.4, or even 1.5 (such as more than 1.6, more than 1.7 or even more than 2.0). It seems also that the temperature of the face of the wall and/or surfaces of the combustion chamber is less- subject to high variations, despite intake step and exhaust step in particular in a four-cycle engine.-
  • reaction is substantially operated in the volume of the chamber, without heterogeneous catalyst.
  • wall and/or surfaces of the combustion chamber is/are coated with a catalyst coating, the working of said catalyst coating being controlled by photon- electron interactions, said interactions having not only localised effect on the temperature of the coating, but also on the local charging of photon-electron of the coating for controlling local radical reaction on the catalyst coating.
  • the invention relates to an at least partly stratified charge combustion engine being an opposed-piston engine comprising at least one cylinder in each of which a first piston with a first cross section with a first diameter is moving along a first axis and a second piston with a second cross section with a second diameter equal or different from the first diameter is moving along a second axis parallel to the first axis, whereby said first piston and said second piston are reciprocating along to each other between a first position in which the said first and second pistons are close the one to the other in the cylinder considered, whereby defining in said cylinder considered a small volume between the said first and second pistons, and a second position in which the first and second pistons are away the one with respect to the other so as to define therebetween a second volume in the cylinder considered which is greater than the first volume, whereby each cylinder is provided with a catalytic open element located within the small volume of the cylinder considered, said open element separating the said first volume into a first zone directed towards the first piston and
  • the invention relates also to a power engine comprising a combustion chamber in which a fuel is bum for generating gases for moving a driving element, especially an engine as disclosed here above with opposed pistons, whereby the combustion chamber comprises at least one element selected from the group consisting of a fuel injector, a water vapour injector, a spark plug, a sensor comprising at least a core provided with a cerium oxide - carbon containing coating, said coating of the element further comprising at least comprising oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, whereby said cerium oxide - carbon containing coating with the oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, is adapted for controlling the formation of H+ species on the wall and/or surfaces of the chamber, while controlling the hydrogen branching reactions by catalysing the use of oxygen atoms from Ce, Pr, Nd, La and at least Y and/or Zr oxides for reacting with hydrogen H 2 for the formation
  • the cerium - carbon coating of the catalytic element or core is adapted for capturing photons emitted by the flame with wavelength from 6500 to 7500A, advantageously for capturing 5 to 25% of the photons with wavelength from 6500 to 7500A emitted by the flame having a temperature higher than 800°C.
  • the cerium - carbon coating of the catalytic element or core is adapted for ensuring a photon amplified spectrum emission radiation at least at a temperature comprised between 500 and 800°C, said spectrum covering advantageously substantially the whole range from about 4000A up to 7500A.
  • the element has a plurality of distinct channels with a m imum open cross section of at least 0.5cm 2 , advantageously at least 1cm 2 .
  • the element or core is made at least partly in a temperature ceramic like material, advantageously comprising aluminium.
  • the engine of the invention is advantageously an engine, which comprises a plurality of cylinders and a central axis provided with two wobble plates, a first series of pistons being turned to a first wobble plate and connected to said first wobble plate by means of a first series of rods, while a second series of pistons are turned to the second wobble plate and are connected to said second wobble plate by means of a second series of rods.
  • the engine is an invention, which cycles comprise each at least four successive steps, namely an intake step for charging the combustion chamber with at least oxygen and nitrogen, a compression step in which said at least oxygen and nitrogen is compressed, a combustion step in the combustion chamber, and an exhaust step for the exhaust of gases present in the combustion chamber, whereby at least during one step selected from the group of the intake step and compression step, the cerium oxide - carbon coating of the element comprising oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, is adapted for uptake of oxygen atoms at temperature comprised between 100 and 400°C.
  • each cylinder is associated to at least one injector for the admission of a combustible material within the cylinder, adjacent to the catalytic element or at the level of the catalytic element, and/or to at least one injector for the admission of water vapour within the cylinder, adjacent to the catalytic element or at the level of the catalytic element.
  • the inner wall and/or surfaces of the cylinder or combustion chamber is/are advantageously provided with a cerium oxide - carbon containing coating, said cerium oxide - carbon containing coating further comprising at least comprising oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, whereby said cerium oxide - carbon containing coating with the oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, is adapted for controlling the formation of H+ or [ ⁇ ' ] species on the cerium oxide - carbon containing coating of the chamber, while controlling the hydrogen branching reactions by catalysing the use of oxygen atoms from Ce, Pr, Nd, La and at least Y and/or Zr oxides for reacting with hydrogen H 2 for the formation of H 2 0 on the wall and/or surfaces of the chamber, whereby the weight metal content of the metal element selected from Y, Zr and mix thereof expressed as oxide in the total metal weight content of metal elements selected from Ce, Pr, Nd, La
  • the cerium oxide - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic el ement and/or core has advantageously a thickness of less than ⁇ , such as less than 70 ⁇ , for example a thickness from 10 to 70 ⁇ .
  • Carbon containing coating in the present invention means a coating comprising graphite carbon (also known as graphitic carbon or carbon lattices), most preferably like as 2dimensional-graphene structures (such as structures with a larger Raman intensity peak between 2600 - 2700 Raman shift (1/cm) than the Raman peak intensity between 1500 - 1700 Raman shift (1/cm).
  • the carbon containing coating of the invention is preferably a coating for which at least 30% by weight of the carbon is in a form of 2dimensional-graphene structure, advantageously mixed with graphite having the structure of nanotubes (such as single wall and/or surfaces carbon nano tubes, double wall and/or surfaces carbon nano tubes or multi wall and/or surfaces carbon nano tubes) and/or fullerene and/or combinations thereof.
  • the catalytic coating disclosed for the combustion chamber of the engine of the invention can also be used for other purposes, such as for the post treatment of exhaust gases (such as NOx reducing post treatment), especially exhaust gases containing fuel and/or carbon containing particles.
  • the catalyst coating is then advantageously supported on an aluminium containing support, an alumino silicate support and/or alumino phospho-silicate support, like a cordierite-like support.
  • the cerium - carbon coating of said inner wall and/or surfaces and/or of the catalytic element or core is adapted for capturing photons emitted by the flame with wavelength from 6500 to 7500A, advantageously for capturing 5 to 25% of the photons with wavelength from 6500 to 7500A emitted by the flame haying a temperature higher than 800°C.
  • the cerium - carbon coating of said inner wall and/or surfaces and/or of the catalytic element or core is adapted for ensuring a photon amplified spectrum emission radiation at least at a temperature comprised between 500 and 800°C, said spectrum covering advantageously substantially the whole range from about 4000A up to 7500A (i.e.
  • the emission is advantageously controlled so that emission from the coating occurs substantially continuously from about 300°C up to about 900°C.
  • the cerium oxide - carbon coating of said . inner wall and/or surfaces and/or of the catalytic element or core comprising oxides of the followings elements Pr, Nd, La and at least Y and/or Zr is adapted for uptake of hydrogen atoms (especially in the form of hydrogen species H') at least at temperature comprised between 300 and 700°C. It is expected that some cracking of the fuel is operated at temperature below 500°C and at pressure higher than 5 10 5 Pa.
  • the presence of Pr, Nd, La and at least Y and/or Zr, oxides in the cerium oxide - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element acts advantageously as catalyst for the reaction of oxygen stored in the coating with hydrogen H 2 and/or hydrogen species for the formation of water (as steam or superheated steam) at least at temperature above 500°C and pressure higher than 30 10 5 Pa.
  • Advantageous embodiments of the invention comprise one or more of the following characteristics, advantageously a plurality of the following
  • the cerium - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element or core is appropriate so that the hydrocarbon containing fuel is converted into carbon containing species or molecules and into hydrogen and hydrogen species, at least at temperature above 500°C and pressure above 20 10 5 Pa.
  • the cerium oxide - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element comprises enough oxides of Pr, La, Nd and at least Y and/or Zr, so as to reduce at least by 50 mole % that hydrogen H 2 molecules contacting the cerium - carbon containing coating are converted into free H species and free OH species, at temperature above 500°C and pressure above 20 10 5 Pa.
  • the cerium oxide - carbon containing coating comprises enough oxides of Pr, La, Nd and at least Y and/or Zr, so as to reduce at least by 75 mole % that hydrogen 3 ⁇ 4 molecules contacting the cerium - carbon containing coating is converted into free H species and free OH species, at temperature above 500°C and pressure above 20 10 5 Pa.
  • the cerium - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element or core is adapted, after capturing photon emitted by the flame generated by the combustion of the carbon containing fuel, for generating at least adjacent to the cerium - carbon containing coating, spectra covering substantially continuously the whole range of spectra from about 4000 A up to about 7500 A.
  • the cerium - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element is adapted for capturing photon emitted by the flame generated by the combustion of the carbon containing fuel, and/or,
  • the cerium - carbon contaimng coating of said inner wall and/or surfaces and/or of the catalytic element or core is adapted for controlling the number of photons in the combustion chamber during at least the combustion of the carbon containing fuel, said photons being advantageously a mix of photons covering the whole range spectra from about 4000 A up to about 7500 A.
  • the cerium - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element or core comprises at least Y and Zr, advantageously the weight ratio Y/Zr present in the catalyst coating is comprised between 1 : 10 and 10: 1 , preferably between 2: 10 and 10:2.
  • the cerium - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element or core comprises some aluminium, preferably in its oxide or hydroxide form and/or in the form of alumino-silicate, whereby the aluminium metal content of the catalyst coating of said inner wall and/or surfaces and/or of the catalytic element with respect to the total metal weight content of the catalyst coating of metal selected from Al, Ce, Pr, Nd, La and at least Y and/or Zr is comprised between 1 and 10%.
  • the engine comprises cylinders having an alumino containing face, especially an alumino-silica containing face, said face being at least partly provided with the cerium- carbon containing coating.
  • the relative weight of the metals selected from Ce, Pr, La, Nd, Y and Zr (metal elements which can be present in the coating as oxides and/or hydroxides), expressed as the following respective oxides Ce0 2 , Pr 6 On, La 2 0 3 , Nd 2 0 3 , Y 2 0 3 . and Zr0 2 of the cerium - carbon containing coating of said inner wall and/or surfaces and/or of the catalytic element with respect to total weight of the said metals expressed as oxides are :
  • Ce (as Ce0 2 ) 25 to 50%, preferably from 35 to 45%,
  • Pr (as Pr 6 O n ) 2 to 10%, preferably from 2.5 to 6%
  • La (as La 2 0 3 ) 15 to 37%, preferably from 20 to 32%
  • Nd (as Nd 2 0 3 ) : 4 to 15%, preferably from 5 to 13%
  • Y (as Y 2 0 3 ) : 5 to 15%, preferably from 8 to 12%
  • Zr (as Zr0 2 ) : 5 to 25%, preferably from 10 to 17%
  • the catalyst coating of said inner wall and/or surfaces and/or of the catalytic element or core further comprises aluminium oxide and/or alurninosilicate.
  • the catalyst coating of said inner wall and/or surfaces and/or of the catalytic element or core has a thickness of less than 500nm, advantageously less than 300nm.
  • the catalyst coating has the structure of largest particles with a size greater than lOOnm, with particles with a size of less than 70nm (preferably less than 30nm) extending within the void created between the largest particles.
  • the cerium oxide - carbon containing catalyst of said inner wall and/or surfaces and/or of the catalytic element or core is a catalyst controlling at least the branching reaction of H ' species with 0 2 on the said catalyst, as well as for controlling the branching reaction of '0' species with 3 ⁇ 4 on the said catalyst.
  • the catalyst coating of said inner wall and/or surfaces and/or of the catalytic element or core is substantially free or free of Pd, Pt, Rh, Cu and combinations thereof.
  • cerium oxide - carbon containing coating is the form of graphene units, possibly with some overlapping portions.
  • the cerium oxide - carbon containing catalyst of said inner wall and/or surfaces and/or of the catalytic element or core is adapted for controlling the formation of carbon particles in the form of porous graphite, especially in the form of graphene particles, within the combustion chamber, especially on the catalyst coating, and/or for reducing the exhaust of soot particles from the combustion chamber.
  • the cerium oxide - carbon containing catalyst is adapted for emitting in function of the temperature rays with wave lengths in the violet range, rays in the blue range, rays in the green range, rays in the yellow range, as well as rays within the red range.
  • the cerium oxide - carbon containing catalyst of said inner wall and/or surfaces and/or of the catalytic element or core is adapted for controlling the formation of carbon particles in the form of porous graphite, especially in the form of graphene particles, within the combustion chamber, especially on the cerium oxide - carbon containing coating, and/or for reducing the exhaust of soot particles from the combustion chamber.
  • the cerium oxide - carbon containing catalyst is adapted for emitting in function of the temperature rays with wave lengths in the violet range, rays with wavelengths in the blue range, rays with wave lengths in the green range, rays with wave lengths in the yellow range, as well as rays with wave lengths in the red range.
  • the engine is an at least partly dual stratified charge combustion engine, having advantageously two opposite surfaces provided with the cerium oxide - carbon containing catalyst, said opposite surfaces being preferably piston head surfaces or surfaces of two opposite moving piston heads. - combinations thereof.
  • Figures 1 A and IB is a schematic view of one cylinder of a piston-opposite engine with the piston in a close position or in an away position.
  • Figure 2 is an enlarged view of the catalytic element present in the cylinder
  • Figure 3 is a schematic perspective view of a wobble plate connected to a series of pistons, said wobble plate being mounted on one end of the plurality of cylinders.
  • the present invention is an improvement of the technology disclosed in
  • Homogeneous charge combustion is according to the state of the art, the way to increase fuel efficiency of the car engine. Car companies have then developed several systems with computer control. However, all said systems have shown their limits, as unable to achieve correctly the goals of consumption, particle emission, etc. at all loads and rpm full ranges.
  • the invention has for subject matter a piston opposite engine provided with a heterogeneous catalyst enabling a live control of the combustion, even in case of large regime variation.
  • FIG. 1A or IB shows a cylinder 1 of a piston opposite engine (comprising a plurality of cylinders mounted parallel to each other).
  • Each cylinder 1 is associated to a first piston 2 with a first cross section with a first diameter is moving along a first axis A and a second piston 3 with a second cross section with a second diameter equal or different from the first diameter moving along a second axis parallel to the first axis (in this case corresponding to the axis A), whereby said first piston 2 and said second piston 3 are reciprocating along to each other between a first position (Fig 1 A) in which the said first and second pistons 2,3 are close the one to the other in the cylinder considered 1 , whereby defining in said cylinder considered a small volume between the said first and second pistons 2,3, and a second position (Fig IB) in which the first and second pistons are away the one with respect to the other so as to define therebetween a second volume in the cylinder considered which is greater than the first volume, whereby each cylinder is provided with a catalytic open element 4 located within the small volume of the cylinder considered, said open element 4 separating the said first volume into a first zone
  • the catalytic element is provided with a injector 10 for fuel injection, and another 1 1 for water vapour injection.
  • the combustion chamber comprises one or more fuel injectors 100, a water vapour injectors 101 , spark plugs 102, and sensors 103, each comprising at least a core provided with a cerium oxide - carbon containing coating, said coating of the element further comprising at least comprising oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, whereby said cerium oxide - carbon containing coating with the oxides of the followings elements Pr, Nd, La and at least Y and/or Zr, is adapted for controlling the formation of H+ species on the wall and/or surfaces of the chamber, while controlling the hydrogen branching reactions by catalysing the use of oxygen atoms from Ce, Pr, Nd, La and at least Y and/or Zr oxides for reacting with hydrogen 3 ⁇ 4 for the forrnation of H 2 0 on the wall and/or surfaces of the chamber, where
  • the catalytic element or core is for example a support (alumino silicate, alumina silico phosphate, ceramic, etc.) provided with a catalyst coating or a precursor coating suitable for generating a catalyst coating.
  • the precursor used was a mix of nano scale particles possibly dispersed in a wax or liquid, the composition of said mix being:
  • nano carbon primary particles with a size of less than 10 nm (possibly agglomerated into a structure with a size of less than 500nm. Said nano carbon primary particles are present in the precursor mix at a rate of 10 to 50% by weight, advantageously from 15 to 30% by weight, preferably about 20% by weight.
  • the carbon particles are preferably comprising some particles forming a two dimensional graphene structure, most particularly a mono layered two
  • a mix of metal oxide particles especially of nanoparticles (particles with a size of less than 200nm, preferably at least partly less than 50nm. Said mix of metal particles comprises advantageously with respect to the total mix of said metal oxide particles (as weight %) :
  • Ce (as Ce0 2 ) 25 to 50%, preferably from 35 to 45%,
  • Pr (as Pr On) 2 to 10%, preferably from 2.5 to 6%
  • La (as La 2 0 3 ) 15 to 37%, preferably from 20 to 32%
  • Nd (as Nd 2 0 3 ) : 4 to 15%, preferably from 5 to 13%
  • Y (as Y 2 0 3 ) : 5 to 15%, preferably from 8 to 12%
  • Zr (as Zr0 2 ) : 5 to 25%, preferably from 10 to 17%
  • Al (as A1 2 0 3 ) : 0 to 10%, preferably from 1 % to 5%
  • Si (as Si02) 0 to 10%, preferably from 0.5 to 5%
  • Si can be in the form of liquid or soluble tetra ethoxy silane, in a solvent system, such as methanol, ethanol, etc.
  • the mix of nano oxide particles is advantageously a mix of nano oxide particles with a weight average size of more than 100 ran and of nano oxide particles with a weight average size of less than 70 ran, the weight ratio nano oxide particle with a weight average size greater than lOOnm / nano particles with a weight average size lower than 70nm being comprised between 5: 1 and 1 :5, advantageously between 4: 1 and 2: 1.
  • the weight ratio wax / mix of metal oxide particles is advantageously greater than 2, such as comprised from 2.5 up to 6.
  • the precursor was used for coating (for example by brushing, blowing, spraying, etc.) the wall and/or surfaces of the combustion chambers and piston heads of the engine.
  • the engine was made in an aluminium-based alloy. After said coating, the engine was driven with a fuel for 30 minutes. After said driving of the engine, the excess of catalyst was removed.
  • the catalyst coating had a thickness of less than about 70nm, with metal particles homogeneously dispersed. On the tube face of the combustion cylinders, substantially no catalyst was present or catalyst with a very small thickness.
  • the engine of the invention will have the advantages disclosed in the article : "Opposed-piston engines: the future of internal combustion engines?", Kalke Jakub et al.
  • the engine will moreover have the following advantages:
  • the combustion was a dual stratified combustion with two opposite surfaces provided with a cerium - carbon containing coating.
  • the catalyst coating will reacts differently in function of the oxygen content present within the combustion chamber, thus during the intake and
  • the engine was working with a fuel direct injection system, as well as preferably with a liquid water (as micro droplets) direct injection into the combustion chamber, such system are for example systems like the K-Jetronic fuel range of systems of Bosch GmbH and Wl (Water Injection) of Bosch GmbH. Water injection technologies are disclosed in US5174247, US6067964 and US6092514. The following results were observed: lower fuel consumption, lower NOx emission, lower small carbon particles emission, better , improved working of the engine (less vibrations), better working of the filter and exhaust treatment system, etc.
  • the engine was an engine with compression ignition. It was observed that it was possible to increase the compression ratio before ignition in a spark ignition engine as well as for compression ignition engine, with respect to currently used ignition compression ratio. Moreover, possible ignition was possible with a spark plug within a large range of compression ratio.
  • exhaust gases can be better used for driving into rotation of a turbine (for which ever purposes), when required and/or for EGR (exhaust gas recycling) purposes. Due to the low level of carbon particles content, EGR is better performing and the EGR system is not subject to clogging problems
  • the engine could also be an engine with spark ignition or with other means for controlling the ignition.
  • the engine can also be provide with Bosch like injectors for injecting water drops or droplets and/or water vapour in the air intake (before and/or after the air butterfly valve in the manifold , and/or directly within the combustion chamber).
  • the catalyst coating of the invention can thus be considered as being a highly coordinated selective, oxidising and reducing self supported redox catalytic system, whereby selective oxidising and selective reducing can vary or be controlled in function of temperature and photon emission.
  • the opposite pistons engine can also be of the type not using wobble plates for transmitting the power generated by the fuel combustion and the displacement of the pistons to a driving axis.
  • the opposite pistons engine can also be of the type "fairbanks-Morse" diesel engine.
  • Figure 3 shows in perspective a wobble plate 20 connected by means rods 21 (with spherical head enabling a rotation of the head within a recess of a arm of the wobble plate) to five pistons (2 or 3)moving in distinct cylinders 1 , the said wobble plate being located at one end of said cylinders 1.
  • Another wobble plate is connected similarly to the other pistons moving in the cylinders 1.
  • the two wobble plates also known as swash-plates
  • Wobble plates opposite pistons engines are for example of the type : Lamplough axial engine (see www.douglas-self.com; US 1765167); Wishon (U S 1476275), Sterling axial engine (US2080846), etc.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Materials Engineering (AREA)
  • Organic Chemistry (AREA)
  • Catalysts (AREA)

Abstract

L'invention concerne un moteur à pistons opposés comprenant un élément catalytique ouvert intermédiaire situé entre les pistons se déplaçant dans un cylindre, ledit élément étant muni d'un revêtement comportant de l'oxyde de cérium-carbone, ledit revêtement comprenant en outre au moins des oxydes des éléments suivants Pr, Nd, La et au moins Y et/ou Zr. Le moteur de l'invention permet une réduction catalytique du taux de dégagement de NOx.
PCT/IB2017/000806 2015-11-20 2017-07-03 Moteur à combustion à charge stratifiée WO2018007865A1 (fr)

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IBPCT/IB2016/000948 2016-07-04
IBPCT/IB2016/000948 2016-07-04

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PCT/IB2017/000809 Continuation WO2018007866A1 (fr) 2015-11-20 2017-07-03 Chambre de combustion stratifiée
US15/983,969 Continuation US10562010B2 (en) 2015-11-20 2018-05-18 Stratified charge combustion engine

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US1476275A (en) 1919-11-12 1923-12-04 Wishon Ralph Internal-combustion engine
US1564906A (en) * 1920-10-13 1925-12-08 American Katalite Corp Internal-combustion engine
US1765167A (en) 1925-06-23 1930-06-17 Lamplough Frederick Conversion of heavy hydrocarbon oils into light hydrocarbon oils or spirits
US2080846A (en) 1934-04-30 1937-05-18 Alfaro Heraclio Internal combustion engine
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US4011839A (en) * 1972-05-31 1977-03-15 Engelhard Minerals & Chemicals Corporation Method and apparatus for promoting combustion in an internal combustion engine using a catalyst
US4577611A (en) * 1981-06-05 1986-03-25 Shigeo Hagino Reciprocating internal-combustion engine of low-temperature catalytic-combustion type
US5174247A (en) 1992-01-22 1992-12-29 Mitsubishi Jukogyo Kabushiki Kaisha Water injection diesel engine
US6067964A (en) 1997-10-22 2000-05-30 Robert Bosch Gmbh Fuel injection system for an internal combustion engine
US6092514A (en) 1997-10-22 2000-07-25 Robert Bosch Gmbh Fuel injection system for an internal combustion engine
WO2006017915A2 (fr) 2004-08-17 2006-02-23 Dominique Bosteels Reaction de combustion catalytique
US7188470B2 (en) 2001-10-10 2007-03-13 Dominique Bosteels Combustion process
US7290522B2 (en) 2003-06-12 2007-11-06 Masschusetts Institute Of Technology High compression ratio, high power density homogeneous charge compression ignition engines using hydrogen and carbon monoxide to enhance auto-ignition resistance
US7723257B2 (en) 2001-10-10 2010-05-25 Dominique Bosteels Process for the catalytic control of radial reaction
EP1590555B1 (fr) 2002-10-10 2010-12-08 Dominique Bosteels Procede de combustion
US7998538B2 (en) 2003-12-15 2011-08-16 California Institute Of Technology Electromagnetic control of chemical catalysis
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US1765167A (en) 1925-06-23 1930-06-17 Lamplough Frederick Conversion of heavy hydrocarbon oils into light hydrocarbon oils or spirits
US2080846A (en) 1934-04-30 1937-05-18 Alfaro Heraclio Internal combustion engine
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US7290522B2 (en) 2003-06-12 2007-11-06 Masschusetts Institute Of Technology High compression ratio, high power density homogeneous charge compression ignition engines using hydrogen and carbon monoxide to enhance auto-ignition resistance
US7998538B2 (en) 2003-12-15 2011-08-16 California Institute Of Technology Electromagnetic control of chemical catalysis
WO2006017915A2 (fr) 2004-08-17 2006-02-23 Dominique Bosteels Reaction de combustion catalytique
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KALKE JAKUB, OPPOSED-PISTON ENGINES: THE FUTURE OF INTERNAL COMBUSTION ENGINES?

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