System and method of operating internal combustion engines at fuel rich low-temperature combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles

A fuel cell and reformer technology, which is applied to the arrangement of multiple different prime movers of fuel cells, combustion engines, and general power plants, and can solve problems such as low fuel efficiency

Inactive Publication Date: 2011-05-25
EATON INTELLIGENT POWER LIMITED
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

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Problems solved by technology

Low fuel efficiency is not a big de

Method used

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  • System and method of operating internal combustion engines at fuel rich low-temperature combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles
  • System and method of operating internal combustion engines at fuel rich low-temperature combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles
  • System and method of operating internal combustion engines at fuel rich low-temperature combustion mode as an on-board reformer for solid oxide fuel cell-powered vehicles

Examples

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Embodiment Construction

[0036] figure 1 is a graph 50 showing how increasing the amount of premixed fuel in rich conditions can induce low temperature combustion with only 10% EGR. The data used for graph 50 was generated by computer simulations assuming n-heptane as the fuel and a compression ratio of 16. In Comparative Example 51, the premixed fuel provided an oil-air ratio of 1.0, and the gas temperature reached 2500K through the combustion process. This temperature is too high and the low temperature combustion mode cannot be obtained for the comparative example. In Example 52, the oil to air ratio is 1.8. The peak gas temperature is below 2000 K, indicating that the combustion temperature has been reduced considerably enough to induce a low temperature combustion mode.

[0037] figure 2 A schematic diagram of a combustion chamber 200 of a diesel engine 300 that may be designed for the low temperature combustion mode of the present invention is provided. Combustion chamber 200 is equipped ...

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Abstract

The invention provides a distinctive method of operating an internal combustion engine (300) in a low-temperature combustion mode. An engine (300) combustion chamber (200) is provided with fuel and air charges before combustion conditions are reached. The fuel charge is sufficient to provide a fuel-air equivalence ratio of at least 1.05. The fuel and air are allowed to mix prior to combustion. The fuel is provided to the combustion chamber (200) at least 20 crank angle degrees before top dead center. The fuel and air charges are regulated such that the mixture auto-ignites as a result of the heat and pressure generated by the compression stroke. The amounts are further regulated such that combustion occurs below a temperature at which significant soot production occurs. In one embodiment, early intake valve (204) closing is used to limit the air charge. The method provides a rich low temperature combustion mode operation, which has several applications.

Description

[0001] priority [0002] This invention is a continuation-in-part of US Provisional Application No. US61 / 133555, filed June 30, 2008. technical field [0003] The invention relates to an operating system and a method of a diesel engine, in particular to applying the system and method to solid oxide fuel cell powered vehicles. Background technique [0004] Modern diesel internal combustion engines work with fuel (fuel) direct injection and compression ignition. These engines typically have very low unburned hydrocarbon (HC) and carbon monoxide (CO) emissions. On the other hand, nitrogen oxides (NO x ) and particulate matter (PM) emissions remain a challenge for diesel engine combustion and control engineers. Response to NO x and PM emissions is to reduce NO x Efforts usually increase PM emissions and vice versa. The relationship between these two exhaust components has been extensively studied and is known in diesel engine design and manufacturing as NO x / PM tradeoff...

Claims

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Application Information

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IPC IPC(8): F02D41/40F02G5/00H01M8/06
CPCH01M2250/20H01M8/1246Y02T10/6295F01N3/0814B60W2710/0622B60W10/28B60L11/1894B60W10/06Y02E60/50Y02E60/56F02M25/0727H01M2250/40F01N2240/30B60K6/32F02D13/0269H01M8/0612F01N3/0842F02B3/06F01N2430/085Y02T10/44F02D41/403F02G5/00B60L2240/445H01M2008/1293B60Y2400/435Y02T10/6221F01N3/30F01N2610/03Y02T90/34Y02T10/166Y02T90/32Y02T10/142F02D41/028B60K6/48B60L11/1881F01N3/103B60W20/00B60W2510/0676F02D41/3035B60W2510/068F01N2240/32B60L11/1892F02D41/402F02D13/0234B60W10/26Y02E60/525B60K6/24F02M26/23B60L58/30B60L58/33B60L58/34Y02A50/20Y02T10/12Y02P70/50Y02T10/40Y02T10/62Y02T90/40B60W20/15
Inventor H·胡
Owner EATON INTELLIGENT POWER LIMITED
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