• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    1461090 Cracking hydrocarbons SIEMENS AG 25 Jan 1974 [7 Feb 1973] 03649/74 Heading C5E [Also in Division F1] An internal combustion engine is operated using a cracked gas generator for converting initially liquid hydrocarbon fuel, in admixture with a predetermined amount of air and/or exhaust gas, into a combustible cracked gas mixture containing methane, carbon monoxide and/or hydrogen for supply to the engine, by (1) injecting an amount of the liquid fuel into the gas generator proportional to a predetermined relationship which is in part a function of the cracked gas requirement of the engine: (2) supplying the predetermined amount of air and/or exhaust gas to the generator to convert the fuel at an elevated temperature relative to ambient temperature into cracked gas, the supply being such that: (a) the proportion air mixed with vapourized fuel is between 0À05 and 0À5 times the stoichiometric ratio when no exhaust gas is supplied: (b) the proportion of exhaust gas mixed with vapourized fuel (when no air is supplied) is equivalent to the air proportion between 0À05 to 0À5 times the stoichiometric ratio: or (c) the proportion of air, and the proportion of exhaust gas equivalent to air (when both gases are present) is each between 0À05 and 0À5 times the stoichiometric ratio: (3) supplying the cracked gas to the engine: (4) mixing a quantity of air with the cracked gas such that the proportion of air is at least equal to the stoichiometric ratio. The fuel admitted to the generator is mixed with air and/or exhaust gas to achieve an air proportion for the conversion between 0À07 to 0À3 times e.g. 0À09 to 2À0 times, the stoichiometric ratio and not to permit the exhaust gas to fall outside the exhaust gas volume equivalent of the air proportion range. Only as much air may be mixed prior to admission to the combustion chamber of the i.e. engine as will allow the overall air proportion for conversion in the generator and subsequent combustion in the i.e. engine to become at least equivalent to two times e.g. 1À0 to 1À3 times, the stoichiometric ratio. The liquid fuel is injected in an amount at least approx. proportional to the prevailing demand of the i.e. engine, e.g. the amount of fuel is reduced in the high speed range to suit the decreasing charging rate of the engine, into vaporising apparatus downstream of a reaction chamber of the generator, the amount being proportional to the engine throttle control position and speed of the i.c. engine and inversely proportional to the absolute temperature of the air to be mixed with the combustible gas mixture; the number of injection operations is proportional to the i.c. engine speed and the duration of each injection operation is proportional to the throttle control position and inversely proportional to the absolute temperature of the air. The amount of air sucked through the generator is not raised when a specific engine load is exceeded but more liquid fuel is admitted e.g. by injection into the combustible gas mixture leaving the generator, to reduce the air proportion e.g. to 0À2 to 0À1 times the stoichiometric ratio, for conversion in the generator and to increase the calorific value of the generated combustible gas. The temperature in the reaction chamber of the generator may be regulated e.g. may be held approx. constant, by varying the ratio of exhaust gas: air supplied to the generator. Fuel is supplied to the generator corresponding to the proportion of exhaust gas in the exhaust gas-air mixture, less fuel being supplied than under exclusive air admission. A starter set is used for starting the generator and i.e. engine; fuel is ignited to create a flame in the starter set arranged upstream of the generator, the gas resulting from the combustion is sucked by the i.e. engine through a reaction chamber of the starter set containing a small quantity of catalyst relative to the quantity of catalyst in the generator, and continues right through the generator until the starter set catalyst has reached the temperature required for generating a combustible gas mixture containing methane, carbon monoxide, and/or hydrogen, fuel is admitted to the reaction chamber of the starter set, the flame is subsequently extinguished and with a reduced air rate in the reaction chamber of the starter set compared to that required for creation of the flame, a combustible gas mixture is produced which is passed through the generator to heat the latter and, after admixing with more air, is passed to the combustion chambers of the i.e. engine until such time as the generator catalyst has reached the temperature necessary for producing the combustible gas mixture, and upon reaching this temperature, the generator itself is supplied with the requisite amounts of fuel and air and/or exhaust gas for producing the combustible gas mixture which is supplied to the i.e. engine and the starter set is switched off. The fuel admitted is only partially consumed by appropriate proportioning of the amount of air supplied to the starter set, the unburnt flame gases being passed for combustion in the combustion chambers of the internal combustion engine after sweeping through the catalyst of the starter set and the cracked gas generator and after admixture with further air. The amount of air admixed during the starting process prior to combustion in the i.e. engine and sucked in from the engine is less than that required for normal running. An arrangement for supplying an i.e. engine with the combustible cracked gas mixture comprises a cracked gas generator; means for supplying air to a mixing chamber of the generator; means for supplying initially liquid hydrocarbon fuel in vapour form to the mixing chamber in an amount proportional to a predetermined relationship which is in part a function of the cracked gas requirements of the engine; means for supplying recycled exhaust gases to the mixing chamber; a reaction chamber provided in the generator and containing a catalyst for converting the gaseous mixture supplied to the reaction chamber from the mixing chamber at an elevated temperature relative to ambient temperature into a cracked gas mixture; outlet means for supplying the cracked gas mixture to the cylinders of an i.e. engine; and means for mixing a quantity of air with the cracked gas mixture in the outlet means such that the proportion of air is at least equal to the stoichiometric ratio; and means for controlling the supply of fuel, air and/or exhaust gas to the mixing chamber in the proportion defined above. The arrangement may also comprise a fuel evaporating device arranged downstream of the reaction chamber of the generator; a chamber for mixing fuel vapour with air and/or exhaust gas; an air line to the mixing chamber; a combustible gas line from the reaction chamber to the air inlet manifold of the i.e. engine; a combustible gas-air mixing device fitted in the air inlet manifold having a pressure loss characteristic corresponding to that of the generator; a sensor for monitoring the incoming air supply temperature: means for controlling the quantity of fuel to be injected into the evaporating device as a function of the i.e. engine speed, throttle control position and incoming air supply temperature; a sensor for detecting the temperature in the reaction chamber; and a regulator for varying the mixing ratio of the air-exhaust gas mixture admitted to the mixing chamber as a function of the initial signal of the reaction chamber temperature sensor. The regulator controls an element arranged at or close to the connection of an exhaust gas recycling pipe to an air supply pipe for the generator which in turn controls the proportion of exhaust gas supplied to the air supply pipe, and also a fuel injection monitoring device. The combustible gas line is connected between an inlet opening of the air inlet manifold and a throttle valve in the manifold operable by the throttle control, and a spring biased air valve which is the combustible gas-air mixing device is located between the combustible gas line connection and the inlet opening. A starter set for starting the generator and i.e. engine is located upstream of the generator and is actuated by a starting control which after bringing the reaction chamber of the generator up to a predetermined temperature, connects the fuel supply to the generator and switches off the starter set. The starting control may also operate means for decreasing the free flow cross section of the air valve whilst the starter set is operating. A control electronic control and regulating unit may comprise the starting control, a fuel quantity control for monitoring the position of the throttle control, engine speed, suction air temperature and optionally the exhaust gas-air ratio, for controlling operation of the fuel injection apparatus, the regulator unit controlling the composition of the exhaust gas-air mixture to the generator as a function of the reaction chamber temperature.
    公开号:SU712040A3
    申请号:SU741996564
    申请日:1974-02-06
    公开日:1980-02-05
    发明作者:Фрие Вольфганг；Хенкель Ханс-Иоахим；Хини Пауль；Кох Кристиан；Сабо Де Букс Ойген
    申请人:Сименс Аг (Фирма)；
    IPC主号:
    专利说明:

    I
    The invention relates to the field of mechanical engineering, in particular, to methods for feeding internal combustion engines.
    Methods are known for casting internal combustion engines by catalytic treatment of fuel, primary air and exhaust gases to produce fuel, which is mixed with additional air and fed into the combustion chamber (i |.
    Catalytic treatment occurs in a gas cracking generator. Liquid fuel and air, which can be completely or partially replaced by exhaust gases, are converted to cracking gas, a combustible gas. The resulting combustible gas has a high octane content and can be burned in combustion chambers of an engine with combustion products that are much less polluting the environment than fuels.
    Important is the favorable dosage involved in the transformation of substances | fuel, air and recycled exhaust gas.
    The temperature in the reaction chamber of the gas cracking generator is the setting for the parameter for calculating the amount of air supplied to this chamber, top gas and exhaust gas. The fuel consumption of an internal combustion engine is made only depending on the throttle valve pole.
    Such a method does not fully use the possibilities of regularizing the amount of fuel introduced into the engine, which leads to an increased content of toxic substances in the exhaust gases.
    The aim of the invention is syngheit of the content of toxic substances in exhaust gases.
    This is achieved by the fact that, according to the proposed method, the coefficient of excess primary air and exhaust gases in the fuel is maintained within 0.05-0.5 and the additional air is added to at least to the stoichiometric composition.
    The ratio of the amount of additional air to the amount of fuel supply is maintained in the interval I-2, mainly I - D
    FIG. I schematically shows a device for carrying out the proposed method of powering an internal motor thereof.
    early with a generator for cracking -; : and FIG. 2 shows the scheme of inclusion of an evil, g; g NOT-; sgo device to control the flow of the emergency; in fig. 3 - a device for swapping baths of combustible gas in, air. A device for carrying out the proposed method consists of an internal combustion engine, a grinder of about-fennog gases 2, a starting device 3, an exhaust gas bypass device 4, an electronic device 5 for controlling, and adjusting.
    . The internal combustion engine i includes: an air manifold 6 with an air valve 7, an emitting coil 8, a temperature sensor 9, a throttle valve 10 connected to the accelerator pedal pedi 1 and a potentiometer 19 to the distributor 13. Engine whose internal combustion) Mr. Pap-Mr.-M
    through valve 15 with r chpo i ha-gas 2. Last; chambers 16, snofSJ Ci och i f-i yoristy kagagat och g / cier, chambers 18, air from 19t prroit air, heat exchanger 20 for heating the fuel coming in through valve 2 to generator 2. The mixing chamber IB is connected to the heat exchanger 19 of the pipelines and water 14 and to the heat exchanger 20 through the rubone conductor 22. In the generator, gas is gas temperature sensor 23. 23. Lower -: - g, -; The generator is connected via heat exchange; four
    and pipe 25 with inlet KO. |}, 1,: e-SG;: 0; ; V
    engine 1.
    Gas cracking generator; connection
    with the starting device TrubO 1druk 26.
     Starting device etoder: t pn -: -,: -: i; :: v f from a porous catalyst, tr7bspm ::. Td-0
    . for air supply, locks. ley 29, ventlk 30 and 31 for vkryknnvv fuel and vylamen yush.ky elektrog. Device 4 for re-speeding-out- .- /: call contains nepenycstsofi:. :. ,, x associated with the exhaust manifold 34 of the engine, the metering device 35 with the noTeifsiometrom .36 and the installation of which. i The electronic device 5 for regulating devices consists of a 3R device g-p.:: start control, controller 39 and device 40, control panel- vcjz -; -: a combustible.
    Device 38 for ugflenk: shared by highways 41, 42 h 43 s; : ---; :: tovoy device, magistration-fan 15 of the air line b1 -l, ghastralyu- 45 - with- magyuggnuyu katy :: sy 3 and the highway 46 - with ug;: oystvoyi / h y of fuel injection.
    Device 40 for UPDATE; npr; iOUOi: l
    fuel is connected to fiO eiiU LsrcpM / З. the ignition distributor 3, the potentiometer 12 to the temperature sensor 9 by the mains 47, 48, 49 and 50, respectively, with
    : i; 21 - mains. 51 yfyfiskivani fuel -
    / lagistralyo Y - - temperature regulator 39 is connected nagistlyo 52 with a temperature sensor 23 and a line 53 - with an installation motor 37.
    The device shown in fig. 2, :: ostoit from divider stage 54, multiplying stages .55, 56 and 57, folding stage 58, functional sensor 59 and pulse generator 60.: with combustible gas and air mixing (FIG. 3) consists of a suction pipe 6, a pipeline 61 for suction of a combustible gas, an air valve (consisting of a valve seat 62,
    6.3 valve plate, a flat spring 64, a spiral spring-65, a holder 66 and a magnetic coil 8.
    The air required for production of Goea fuel Pooh (in the generator for cracking ha. 2 through the pipeline J4 - into the mixing chamber 18 n from there along with the vapor of the fuel entering through the pipeline 22, - into the reaction chamber 16.
    The fuel injected into the gas generator 2 is controlled by the valve 21 with
    The device 40 for controlling the start-up of the fuel is basically proportional to the demand-, for the double engine 1 of the internal combustion system. As za.da10.adi; The device 40 is available; iiapaivievoK positioning choke ,,. oh. easlonkk 10, the number of revolutions of the engine - from the distributor ignition i3, the temperature of the intake air - from datasheets. Shadows ratus {9 and the amount of exhaust gas withdrawn from the metering device F (5. Temperature controller 39 comparing the temperature 2 of the gas generator 2 with the predetermined temperature TypoH to the sensor 23 depending on the difference between the parameters: h ; | im p; -iiVsjyeT dosing position
    ; i- i - y;,; ; sgil gas devices 35. Googles mixture leaving the generator is cooled in the heat exchanger 24 and installed in the suction pipe 6 of the engine I. Air-ven .-: v.:t is regulated in such a way to; Surfacing of excess air in the engine was maintained equal to, 0-1.3.
    Ira engine start device 38
    ;;. I start-up adjusts the amount of the ioo- coming into the engine air.
    OPERATING AIR VALVE 7 and at the same time provides the air supply through all the windows .ih and supplying the fuel through the valve 30
     stationary device 3. as well as provided. :. ignition of incoming mixture
    g; p y: vmn aa.km electrode 32.
    P - and; Wow, as catalyst 27 is heated. Bi-700 ° C. The signal from the launch control device 38 is transmitted via highway 46 to control device 4 (.
    fuel injection, which includes the valve 3, injecting into the starting device the amount of fuel corresponding to the engine idle when the valve 30 is closed, the combustible gas produced in the starting device passes through the gas generator 2, simultaneously heating it into the engine internal combustion.
    When a gas generator reaches a temperature of 600-700 ° C, a start up device 38, connected via line 52 to a temperature sensor 23, sends a signal to the device 40 to control the fuel supply, which provides fuel through valve 21 to the gas generator 2. At the same time, the valve 7 switches to normal operation and closes the air valve 29 and the injection valve 3 in the starter 3.
    The locking valve 5 is closed by the device 38 at the start and opens as a tol1: as fuel begins to be injected into the gas generator 2.
    The air supplied to the engine is divided into primary air by additional (second) air and combustion takes place in two stages: in the first stage (i.e. a g ereto) e for gas cracking) fuel c) air is converted into combustible gas and - The second stage (i.e., in the engine of emergency) is a combustible gas that burns into the exhaust gases. Consequently, the method is determined by two coefficients of excess air — the transformation in the gas generator ttdt combustion in an internal combustion engine, up to 0.05 0.5 and,
    It follows that general combustion in both stages occurs when the mixture is above the stoichiometric concentration, i.e.
    ,
    The composition of the resulting combustible gas is determined by the amount of primary air. A combustible gas of the same composition also patches if the primary air is replaced with an equivalent amount of exhaust gas. Thus, the coefficient of primary air excess with the replacement of primary air by exhaust gases indicates that just the amount of exhaust gas that is required to obtain the same composition of combustible gas is returned to the cycle.
    The main predicting parameter for determining the amount of fuel delivered to the gas generator for cracking gas is the position of the throttle valve and the engine speed. With this, 0.05 of 0.5.
    The combustible gas mixture formed in the generator is mixed with the secondary air before introducing it into the combustion chambers so that the excess air ratio is at least equal to I. This allows for the complete combustion of the combustible gas mixture in the combustion engine.
    It is preferable to mix the fuel supplied to the gas generator with air quality and exhaust gas,
    The coefficient of excess air in the gas generator is 0.07–0.3, since npi, this loss of heat from the boron capacity of the fuel is approximately proportional to the effect of excess air. It is more profitable if the fuel supplied to the gas generator is mixed with such amount of air and / or exhaust gas so that this coefficient is 0.09 and 0.2, At l I "HffHMa bHO pssKom 0.05 N d e minimum equal to. Always more than I,
    9 but does not exceed aJeda. 2, since in this case the “4 air” tables are contained in the treated gas, that it is exothermic and the temperature of the reaction chamber of the gas generator cannot be controlled with exhaust gas in the generator. However, such high values of the excess air ratio are permissible only for gas engines. For carburetor engines, the relative composition of the mixture is t-1,3.
    39
    权利要求:
    Claims (2)
    [1]
    Invention Formula
    I. The method of feeding the digester internal burner vute§ cataltic treatment
    fuel, primary air and exhaust gases to produce a fuel that is mixed with additional air and fed into the combustion chamber, characterized in that, in order to reduce the content of toxic substances in the exhaust gases ;, the coefficient of excess primary air and exhaust gases in the fuel maintain within the range of 0.05-0.5 and additional air is added to the fuel at least to the stoichiometric composition.
    [2]
    2. A method according to claim 1, characterized in that the ratio of the amount of additional air to the amount of fuel is maintained in the interval i-2, the advantage of I is 1.3.
    Information sources,
    taken into account during the examination I. Application of the Federal Republic of Germany No. G791081, l. 30 D 14, 1971.
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    同族专利:
    公开号 | 公开日
    US4121542A|1978-10-24|
    FR2216452A1|1974-08-30|
    BR7400893D0|1974-11-19|
    JPS49111028A|1974-10-23|
    CA995992A|1976-08-31|
    CS174230B2|1977-03-31|
    PL100143B1|1978-09-30|
    FR2216452B1|1979-03-30|
    ZA74744B|1974-12-24|
    DE2306026A1|1974-08-22|
    SE406000B|1979-01-15|
    LU69333A1|1975-12-09|
    NL7401281A|1974-08-09|
    BE810716A|1974-05-29|
    IT1014543B|1977-04-30|
    GB1461090A|1977-01-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    US3059422A|1960-05-12|1962-10-23|Calvin W White|Carbon monoxide eliminator with automatic gas burner and volatilizer|
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    US3635200A|1970-02-18|1972-01-18|Grace W R & Co|Hydrocarbon conversion process and apparatus|
    DE2103008C3|1971-01-22|1978-11-02|Siemens Ag, 1000 Berlin Und 8000 Muenchen|Device for generating a gaseous fuel|
    US3915125A|1971-07-16|1975-10-28|Siemens Ag|Method for the operation of internal-combustion engines and gas reformer for implementing the method|
    US3709203A|1971-07-16|1973-01-09|Thermo Chem Syst Inc|Anti-pollution system for internal combustion engines|JPS553537B2|1974-12-11|1980-01-25|
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    JPS51127923A|1975-04-30|1976-11-08|Nissan Motor Co Ltd|Thermal engine|
    JPS5817348B2|1975-05-29|1983-04-06|Toyota Motor Co Ltd|
    DE2542997C2|1975-09-26|1982-11-11|Siemens AG, 1000 Berlin und 8000 München|Method and device for starting a gas generator for converting hydrocarbons into a fuel gas and an internal combustion engine to be fed with the fuel gas|
    DE2614838C2|1976-04-06|1982-10-28|Siemens AG, 1000 Berlin und 8000 München|Method for operating a gap gas generator|
    EP0000899A1|1977-08-17|1979-03-07|Siemens Aktiengesellschaft|Control method for the operation of a cracked gas generator and an internal-combustion engine|
    EP0054567B1|1980-06-30|1987-05-13|VALDESPINO, Joseph M.|Internal combustion engine|
    GB2161212A|1984-04-07|1986-01-08|Jaguar Cars|Cracking fuel and supplying to an internal combustion engine|
    GB8412278D0|1984-05-14|1984-06-20|English Electric Co Ltd|Gasifier plant|
    US5357908A|1993-04-16|1994-10-25|Engelhard Corporation|Fuel modification method and apparatus for reduction of pollutants emitted from internal combustion engines|
    US20040144030A1|2003-01-23|2004-07-29|Smaling Rudolf M.|Torch ignited partial oxidation fuel reformer and method of operating the same|
    DE102006063063B3|2006-06-01|2021-12-30|Faurecia Emissions Control Technologies, Germany Gmbh|Assembly for generating a hydrogen-containing gas|
    US8439990B2|2009-07-21|2013-05-14|Precision Combustion, Inc.|Reactor flow control apparatus|
    US8726852B2|2011-07-05|2014-05-20|Helpful Technologies, Inc.|Fuel activation method and fuel supply system|
    US10859027B2|2017-10-03|2020-12-08|Polaris Industries Inc.|Method and system for controlling an engine|
    DE102018204456A1|2017-11-24|2019-05-29|Fraunhofer-Gesellschaft zur Förderung der angewandten Forschung e.V.|Method for operating a catalytic evaporator and applications of the method|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    DE2306026A|DE2306026A1|1973-02-07|1973-02-07|METHOD AND DEVICE FOR OPERATING AN COMBUSTION ENGINE, IN PARTICULAR AN OTTO ENGINE, WITH A FIELD GAS GENERATOR|
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