Internal-combustion engines – Water and hydrocarbon
Patent
1999-03-03
2000-07-04
Kamen, Noah P.
Internal-combustion engines
Water and hydrocarbon
123 25, 123 4, 123255, 60599, F02B 4700
Patent
active
060823119
DESCRIPTION:
BRIEF SUMMARY
The invention relates to an engine according to the preamble of patent claim 1 and a method for reducing the amount of NO.sub.x in the exhausts of an internal combustion engine according to the preamble of patent claim 6.
It is generally known that the production of NO.sub.x in the exhausts may be reduced by the supply of water into the intake air or also into the fuel. From GB-A-2 259 326 there is furthermore known a device which describes a water injection system for supercharged motors with a charge cooler. Between the compressor and the motor, parallel to the charge cooler there is provided a pressure conduit which leads to a water tank and from which a pressure conduit via a nozzle opens into the exit channel behind the charge cooler. Behind this connection a throttle valve is provided in the exit channel connected to the motor. The system is used with a carburettor motor and with a fuel injection motor.
With this system water may for example be injected into the Otto motor.
The height of the reduction of NO.sub.x lies normally in the same size ratio as the ratio between the added water and the amount of fuel. Since the fuel quantity may however rapidly vary on account of for example the driving manner as a result of differing transmissions and loading, also the injected quantity of water must quickly adapt to the fuel quantity. In particular during the start and with a low loading a too large quantity of water may heavily compromise the motor power.
The largest component of NO.sub.x is produced at a maximum torque at rotational speeds between 55% and 85% of the maximum rotational speed. With these rotational speeds a sufficient quantity of water must be inputted into the intake air. The reason for the reduction of NO.sub.x is on the one hand the reduced temperature during the working process (by the phase conversion of water into steam, energy is removed from the system, which cools the system and reduces the reaction speed) and on the other hand the slowed down reaction speed on production of NO.sub.x under influence of steam.
With Otto motors with a catalyser which use a Lamda probe, by way of the probe the stochiometric ratio between the air and fuel is controlled. If the intake air is uniformly enriched with water, the water quantity automatically follows the consumed quantity of fuel.
A diesel motor must work with a certain excess of intake air since the fuel injected into the combustion chamber in the short time which is available may not uniformly distribute in the combustion space.
Since this is not the case with diesel motors the injected water quantity should be regulated.
From various publications (for example FR-2,529,950, U.S. Pat. No. 4,630,642, DE-647425, GB-103295 or U.S. Pat. No. 4,632,067) it is known to regulate the quantity of injected water in dependence on the pressure in the intake conduit after the compressor. For this the water in front of the compressor must be brought into the intake air. It has been ascertained that above all with large powers problems occur when water droplets impinge on rotating parts of the compressor. The rotor of the compressor, rotating at high speeds (up to 100,000 r.p.m.) may be damaged by the impinging of water droplets, which reduces the life expectancy of the motor.
It is therefore the object of the present invention to specify a simple engine which is also suitable for diesel motors and effects a quick adaptation of the required quantity of atomising water without damaging, by way of injecting water into the intake air, the rotor of the compressor. A further object of the present invention lies in specifying a method which permits a considerable reduction of the expelled quantity of NO.sub.x with diesel motors.
These objects are solved by an engine with the features of claim 1 and by a method for reducing the quantity of NO.sub.x with the features of patent claim 6.
An engine according to the invention comprises an internal combustion engine and a turbocharger containing a compressor. The compressor via an intake conduit suctions air which is c
REFERENCES:
patent: 3862819 (1975-01-01), Wentworth, Jr.
patent: 4014179 (1977-03-01), Iles et al.
patent: 4440116 (1984-04-01), Stevenson et al.
patent: 4630642 (1986-12-01), Detweiler
patent: 4632067 (1986-12-01), Carlson
patent: 4883023 (1989-11-01), Tsang et al.
patent: 4960080 (1990-10-01), O'Neill et al.
patent: 5125377 (1992-06-01), Mezheritsky
patent: 5131229 (1992-07-01), Kriegler et al.
patent: 5657630 (1997-08-01), Kiemtrup et al.
patent: 5758606 (1998-06-01), Rosen et al.
patent: 5937799 (1999-08-01), Binion
Huynh Hai
Kamen Noah P.
Lars Collin Consult AB
LandOfFree
Drive arrangement and method of reducing the amount of no.sub.x does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Drive arrangement and method of reducing the amount of no.sub.x , we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Drive arrangement and method of reducing the amount of no.sub.x will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-1476597