Concept reduces untreated emission levels of NOx, CO, soot and UH comparing to SI, CI or HCCI engines. Fuel droplets absorb heat from entrapped combustion products at 6,000 RPM. Fuel does not need to be rated for octane or cetane number Effectively utilization of coal-water-slurry fuels.
Concept reduces untreated emission levels of NOx, CO, soot and UH comparing to SI, CI or HCCI engines. Fuel droplets absorb heat from entrapped combustion products at 6,000 RPM. Fuel does not need to be rated for octane or cetane number Effectively utilization of coal-water-slurry fuels.
Concept reduces untreated emission levels of NOx, CO, soot and UH comparing to SI, CI or HCCI engines. Fuel droplets absorb heat from entrapped combustion products at 6,000 RPM. Fuel does not need to be rated for octane or cetane number Effectively utilization of coal-water-slurry fuels.
Horacio A. Trucco ACENT Laboratories Bohemia, New York 11716, USA horacio.trucco@acentlabs.com
1 ABSTRACT The process takes place inside a vaporization chamber integrated within a piston Vaporization chamber inlet/outlet is located on the piston skirt Is sealed by the cylinder wall for two portion of the cycle Injected liquid fuel evaporates inside vaporization chamber Evaporated fuel is transferred into cylinder to form a quasi homogenous mixture Combustion is triggered by compression-ignition of a pilot fuel spray Combustion products enter vaporization chamber via a transfer port Fuel injected into vaporization chamber during expansion phase of a prior cycle Fuel droplets absorb heat from entrapped combustion products At 6,000 RPM there is sufficient residence time to evaporate and superheat diesel fuel droplets smaller than 200 microns Concept reduces untreated emission levels of NOx, CO, soot and UH comparing to SI, CI or HCCI engines. Improvement in engine fuel economy is expected Fuel does not need to be rated for octane or cetane number Effectively utilization of coal-water-slurry fuels
2 INTRODUCTION The concept shares similarities with both the hot bulb engine and the CI engine Primary liquid fuel is injected into a small piston chamber during a preceding cycle expansion stroke before piston reaches BDC Its thermodynamic cycle develops two simultaneous pressure versus crank angle diagrams Its combustion process is comparable to the HCCI case Less costly and simpler after treatment devices will suffice to comply with emission standard regulations Less costly and simpler fuel injection system is acceptable The concept aims to conserve energy and to better protect the environment 3 CONCEPT DESCRIPTION -1 4 CONCEPT DESCRIPTION - 2 5 CONCEPT DESCRIPTION - 3 6 VAPORIZATION PROCESS -1 Initial vaporization chamber 800 K Fuel injected at 1 atmosphere Gasoline Diesel Methanol Ethanol Kerosene Fuel Oil #6 JP 8 LHV, Btu/lb 18,676 18,394 8,637 11,585 18,540 18,500 18,700 Heat of Vaporization, Btu/lb 150 100 506 396 110 95 129 Liquid specific Heat, Btu/lb F 0.48 0.43 0.60 0.57 0.46 0.45 0.53 Saturation Temperature, K 325 480 413 416 520 533 488 Liquid Heating from 300 K, Btu/lb 21 139 122 119 182 116* 179 Superheating for a T sh =50 K=90 F and c p =0.35, Btu/lb 31 31 31 31 31 31 31 TH, Btu/lb 202 270 659 546 323 242 339 LHV /TH 92 68 13 21 57 76 55 Chamber temperature drop T ch , F 765 486 606 601 414 390 471 Stoichiometric air-fuel ratio 14.7 14.6 6.5 9.0 15.6 14.4 15.4 V rel =V Chamber /V Cylinder 4.2 % 8.7 % 27.8 % 23.2 % 11.5 % 10 % 10.6 % 7 VAPORIZATION PROCESS - 2 Residence time available for vaporization represents up to 180 of crankshaft rotation
At 6,000 RPM corresponds to 5.1 milliseconds
Consider 700 K and 10 atmosphere entrapped combustion products
Diesel or gasoline fuel droplet no larger than 200 microns injected at U=50 m/s will completely vaporize
That is a relatively coarse fuel spray
8 VAPORIZATION PROCESS - 3 9 VAPORIZATION PROCESS - 4 10 VAPORIZATION PROCESS - 5 Fraction of evaporating fuel droplets may impinge vaporization chamber inner wall developing a liquid film or floating over the wall (Leidenfrost effect)
Oscillating inertial forces affect heat transfer rate
An average size automobile may incorporate a 7.5 centimeter long vaporization chamber
A U=50 m/s spray hits the vaporization chamber bottom in 1.5 milliseconds
Droplet larger than 100 microns hit the inner wall
11 CHARGE FORMATION Vaporized/superheated fuel species are transferred into the cylinder midway through the compression stroke, see Figure 3
Fuel species mix with a fresh air charge developing into a quasi homogeneous fuel lean charge
Charge is laden with inert combustion gases (CO 2 , H 2 O, CO, etc.) representing an inherited internal combustion gas recirculation (ICGR) process
This fact plays an important effect on NO x reduction
12 COMBUSTION PROCCESS - 1 A pilot fuel injected into the combustion chamber creates a multiple-jet spray After an ignition delay each pilot fuel jet ignites as occurs inside a CI engine Multiple ignition sources simultaneously develop inside the vitiated lean homogeneous charge Subsequent combustion is carried out in a manner resembling the HCCI process Ignition is not controlled by chemical kinetics as occurs within HCCI engines Ignition is controlled by pilot fuel injection timing and a quasi-spatial heat source distribution Because of that the primary liquid fuel is not required to be rated for octane number Each pilot fuel jet initially burns as a diffusion flame reacting at near stoichiometric conditions producing significant amounts of discrete NO x
Localized NO x formation is reduced by inducing turbulence, the pilot fuel burns partially premixed thus the local flame temperature is reduced 13 COMBUSTION PROCCESS - 2 14 COMBUSTION PROCCESS - 3 Since combustible mixture is vitiated by ICGR, the heat release rate should be much slower than that for HCCI reducing combustion-generated noise
This engine should exhibit a single heat release rate peak preventing diesel knock
The primary liquid fuel is not required to be rated for cetane number
Tolerates gasoline and diesel fuel without additive
Accepts low-cost petroleum derived fuels, biodiesel, bio-alcohol, vegetable oils and biomass fuels 15 COMBUSTION PROCCESS - 4 16 COMBUSTION PROCCESS - 5 Figure 9 reveals that the engine has inherit potential to generate very low emissions in term of soot and NO x levels
Combustion between point D and E develops as well-stirred lean-burn final stage that is relatively long, about 120 of crankshaft rotation
Formation of non-methane organic gases and formaldehyde could be minimized when compared to SI, CI and HCCI engines 17 COMBUSTION PROCCESS - 6 18 COMBUSTION PROCCESS - 7 In-cylinder swirl enhances mixing during pilot fuel combustion from points C to D Uniflow scavenged 2-stroke engines are able to generate intense in-cylinder swirl motion that further reduce localized NO x formation by pilot fuel spray jets In-cylinder swirl helps to attain a fully homogeneous charge prior to pilot fuel injection Described combustion process was qualitative, there is need to acquire detailed knowledge via experiments and computational simulation Analytical evaluation requires state-of-the-art computational modeling and simulation Three separate modeling efforts are required: (1) vaporization process, spray wall impingement heat transfer, fuel distillation, possible chemical breakdown, heat losses into chamber and cylinder walls as well as possible fuel oxidation.
19 COMBUSTION PROCCESS - 8 (2) fluid dynamic modeling for the transfering into cylinder of vitiated vaporized fuel species and subsequent formation of a homogeneous charge (3) fluid dynamic and chemistry formulation for the initial pilot fuel jet mass diffusion flame throughout the final burn of the well-stirred vitiated lean homogeneous charge Experimental measurements are indispensable to fully understand the process and to eventually fine tune any prototype Engine cycle permits utilization of diesel-like or higher compression ratios increasing efficiency when compared to SI engines Engine can supply a wide power range because there are no flammability limit constraints on a vitiated lean homogeneous charge spatially ignited by multiple pilot fuel injection jets Engine operates un-throttled Power output is controlled by the amount of primary fuel injected into vaporization chamber
20 COMBUSTION PROCCESS - 9 In-cylinder average air/fuel ratio may vary from very lean to the highest equivalence ratio limited by acceptable NO x formation
An important advantage when comparing this combustion process to the HCCI case
Combustion initiation is not controlled by chemical kinetics as in the HCCI case, but by pilot fuel injection jets. Multi point pilot fuel injection allows burning within a very wide equivalence ratio range while producing stable combustion 21 COLD STARTING Cold starting is accomplished in a CI engine mode
Only pilot fuel injection is supplied during warm-up
For low grade fuels (such as fuel oil #6 that requires preheating to attain pumping ability) the primary fuel injector body can be briefly pre-heated by electric means so that the fuel spray is injected pre-heated to attain partial flash atomization
A secondary primary fuel with high volatility will also assist starting when utilizing low grade fuels 22 GENERAL APPLICATION TO PISTON ENGINES 23 UTILIZATON OF SPECIAL FUELS - 1 Large bore-low-speed engines utilizing residual fuel oils can benefit from this proposed process
Improves emission and thermal efficiency and increase power density by running at higher speed
A medium speed engine at 600 RPM will make available 51 milliseconds of residence time
Entrapping 700 K combustion products and injecting at U=25 m/s will evaporate a 200 micron #6 fuel droplets in 8 millisecond. 24 UTILIZATON OF SPECIAL FUELS - 2 25 UTILIZATON OF SPECIAL FUELS - 3 Global reserve of crude petroleum may be exhausted during the next 100 years Global coal reserves should still remain available for about another 300 years We must utilize coal-water-slurry fuel (CWF) in large bore-low-speed and medium size ICEs That would delay the exhaustion of crude reserves and prepare technology, fuel supply logistics and commercial market structure to feed a large percentage of future ICEs with coal-derived replacement fuels Efficient utilization of CWFs in diesel engines has been extensively demonstrated by proof-of-concept R&D as well as commercial pilot projects Utilization of CWF in direct injection diesel engines is highly efficient with low emissions characteristics CWF causes excessive engine wear that is more accentuated with smaller bore engines The need to solve this acute durability hurdle is mandatory prior to commercial acceptance of ICEs operating with CWF
26 UTILIZATON OF SPECIAL FUELS - 4 That wear mainly centers on CWF injector orifices Atomization of CWF is more difficult than diesel fuel, a higher injection pressure is required to attain faster injection velocity through the nozzle orifice That implies smaller injection orifices for the same fuel injection rate The abrasive erosion of CWF at high injection velocity reduces useful life of injectors made from conventional materials to about one hour Injectors orifice inserts made from sapphire or ceramic survive up to 100 hours CWF spray should deliver droplet ranging from 20 to 40 microns SMD to attain efficient burning That fine spray demands a CWF velocity through injector orifices ranging from 250 to 400 m/s The proposed process should solve the above injector wear issue because accepts coarse droplet size, larger orifices and lower injection velocities that prolong injector durability
27 UTILIZATON OF SPECIAL FUELS - 5 Initial vaporization chamber 800 K
Coal Water at 10 atm CWF 60 wt % coal LHV, Btu/lb 9,300 - 5,580 Heat of Vaporization, Btu/lb - 865 346 Specific Heat, Btu/lb F 0.42 1.0 0.625 Saturation Temperature, K - 458 458 Heating from 400 K to Saturation Temperature, Btu/lb - - 36 TH, Btu/lb - 865 382 LHV /TH - - 14.6 Chamber temperature drop T ch , F - - 975 Stoichiometric air-fuel ratio 11.4 - 6.84 V rel =V Chamber /V Cylinder - - 13 % 28 UTILIZATON OF SPECIAL FUELS - 6 29 UTILIZATON OF SPECIAL FUELS - 7 Engine running at 300 RPM will make available 102 milliseconds of residence time A 200 micron CWF droplet injected into 700 K entrapped combustion products at U=25 m/s could evaporate its water content in 17 milliseconds The remaining 85 milliseconds could be utilized to thermally treat the dry coal particles. Intuitively, one may assume that such CWF injector is very durable. Experimental data will confirm an injector useful lifetime Largest cylinder bore today reaches 96 centimeters, found on engines used by large ocean-going vessels. A vaporization chamber 75 centimeters long can be accommodated inside such a piston A spray injecting at 25 m/s will hit that vaporization chamber bottom in 30 milliseconds After interstitial water vaporization the dried coal particles could reach devolatilization and fragmentation and possible chemical breakdown prior to entering the combustion chamber
30 UTILIZATON OF SPECIAL FUELS - 8 A dried coal particle still entraps water in its peripheral pore network At 10 atm, water saturation is 458 K, a sufficiently large vaporization chamber will cause the entrapped water to increase its pressure causing an initial fragmentation of the coal particle outer shell Subsequently, the coal particle fragmentation continues during devolatilization due to a pressure build up of the volatile matter entrapped Should this process be realized, less particulate matter would result from the issuing combustion Ash content percent cannot be reduced so consequently ultra-clean CWF is required The process may prevent undesirable ash particle agglomeration The typical wear on cylinder wall, piston land and piston rings should be mitigated in comparison to direct injection of CWF into diesel engines
31 SUMMARY - 1 The HCCI engine is projected to have attractive low emission levels and high fuel economy The HCCI engine confronts five practical challenges that must overcome before it can be widely used The proposed combustion process should allow elimination of these five practical challenges while retaining low emission levels of NOx and soot and the high fuel economy characterizing the HCCI engine The five HCCI engine challenges are: (1) Controlling combustion auto ignition timing. Proposed process eliminates this challenge by utilizing reliable multiple-jet fuel injection ignition source (2) Expanding output capability, now limited to about 0.4, is structurally limited by rapid combustion pressure rise. The process proposed safely operate at higher because its heat release rate is slower than the HCCI case (see Figure 8) 32 SUMMARY - 2 (3) The HCCI engine noise is a disadvantage caused by explosive type of auto ignition combustion. At high load, the noise level can be damaging to human hearing. The process proposed should generate lower noise levels because heat release rate is slower than the HCCI engine (see Figure 8)
(4) It is difficult to cold start the HCCI engine, preheating of the intake charge is usually required. An engine with the proposed process starts rapidly in a regular CI mode via a pilot fuel injection system
(5) High level of unburned hydrocarbons and CO. Premixed charge that reaches crevices and the cooler boundary layers on the engine walls is unable to burn. The proposed engine fuel enters in contact with the upper-half of the cylinder where the crevices and boundary layer are warmer. In-cylinder swirl motion refreshes the boundary layer entraining warm fuel species. Vaporized fuel near the walls is relatively hotter than the droplets in the HCCI charge thus should be able to burn during the well-stirred final combustion phase
33 CONCLUSIONS The vaporization and vitiated-lean-homogeneous-charge combustion process presented offers potential for substantial reduction of raw emission contaminants and optimal fuel economy when compared to contemporary piston ICEs Required fuel injection system is simpler, robust and less costly than those currently utilized by ICEs After-treatment of its raw exhaust requires simpler, robust and less costly devices than those currently utilized by ICEs This process can efficiently employ gasoline or diesel fuels without additives or blends As well as low-cost petroleum derived fuel, biodiesel, bio-alcohol and vegetable oil The unavoidable exhaustion of petroleum derived fuels within a century could reduce the utilization of contemporary ICEs since only alternative non-petroleum liquid fuels would be available However, the process presented should permit some of those ICEs to continue delivering clean and efficient energy by fueling them with ultra-clean coal derived CWF
34 THANK YOU! MUITO OBRIGADO! For more information contact
Horacio A. Trucco ACENT Laboratories 80 Orville Drive, Suite 100 Bohemia, New York, 11716, USA