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Internal combustion engine and operating method of same

An internal combustion engine and fuel technology, applied to internal combustion piston engines, separation methods, combustion engines, etc., can solve the problems of gaseous atmosphere that is not conducive to molecular oxygen adsorption/desorption, reduces system efficiency, and has no catalytic activity.

Pending Publication Date: 2021-12-31
UNIV POLITECNICA DE VALENCIA +1
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  • Summary
  • Abstract
  • Description
  • Claims
  • Application Information

AI Technical Summary

Problems solved by technology

(2) The membrane surface does not have any significant catalytic activity for oxygen activation reactions
(3) The gaseous atmosphere in contact with single or multiple surfaces of the membrane is not conducive to the adsorption / desorption of molecular oxygen and its reaction through the O 2 +2e - →O -2 release
(c1) Use of electrochemical cells via ceramic oxygen ion conducting electrolytes (document US20090139497A1); however, the electrical energy demand required by this system must be taken from the engine, reducing system efficiency

Method used

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  • Internal combustion engine and operating method of same
  • Internal combustion engine and operating method of same
  • Internal combustion engine and operating method of same

Examples

Experimental program
Comparison scheme
Effect test

Embodiment 1

[0121] Example 1: Spark ignition (SI) engine with premixed mixture that emits no polluting gases and does not capture Get CO 2

[0122] Example 1 for having a premixed (homogeneous) mixture without capturing CO 2 spark ignition (SI) engines. Example 1 is based on a deflagration combustion process, with subsonic velocity and a mixture that cannot ignite spontaneously, for the generation of net mechanical power.

[0123] The degree of boost (charge) of the engine (percentage of maximum torque) is determined by the O in the MIEC membrane (6) 2 Spawn rate control. This reduces pumping losses as it eliminates the need for throttling butterfly valves to throttle the airflow.

[0124] By using CO from actual combustion and pre-cooling 2 and H 2 O dilutes the oxidant (O 2 ) and fuel (HxCyOz) mixture controls the combustion temperature. This prevents the use of fuel for this mission (standard practice for SI engines today).

[0125] Example 1 does not address the capture o...

Embodiment 2

[0143] Example 2: A spark ignition (SI) engine with a premixed mixture that emits no polluting gases and can Capture generated CO 2 and removal of atmospheric CO 2

[0144] Example 2 is for a spark ignition (SI) engine with a premixed (homogeneous) mixture that can capture atmospheric CO 2 and generated CO 2 . Therefore, it belongs to the removal of CO from the atmosphere 2 engine type (emission rate < 0). Example 2 is based on a deflagration combustion process with subsonic velocity and a mixture that cannot ignite spontaneously for the generation of net mechanical power.

[0145] The degree of boost (percentage of maximum torque) of the engine is determined by the O in the MIEC membrane (6) 2 Spawn rate control. This reduces pumping losses as it eliminates the need for throttling butterfly valves to throttle the airflow.

[0146] By using CO from actual combustion and pre-cooling 2 and H 2 O dilutes the oxidant (O 2 ) and fuel (HxCyOz) mixture controls the comb...

Embodiment 3

[0173] Example 3: Compression Ignition (CI) Engine with Stratified Mixture and Diffusion Combustion with Effectively Variable Compression Ratio by O 2 Formation rate control; no emission of polluting gases and capture of CO 2

[0174] Example 3 for having a stratified mixture (diffusion combustion) without emitting pollutants and capturing CO 2 compression ignition (CI) engines. For net mechanical power generation, Example 3 is based on a diffusion combustion process with deflagration of the premix and auto-ignition with a combustion rate controlled by the amount of movement of the fuel stream.

[0175] The degree of boost affects the percentage of maximum torque in each state through the effective compression ratio of the cycle. The effective compression ratio is variable and determined by the O in the MIEC membrane 2 Spawn rate control. This embodies the idea of ​​downsizing, where the cylinder capacity of the engine can be reduced and the efficient compression pro...

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Abstract

The invention relates to an internal combustion engine that comprises a first Brayton cycle comprising a mixed ionic-electronic conducting (MIEC) membrane that separates the O2 in the air such that the suctioned air current is free from N2; and a second Brayton cycle combined in a binary manner with the first Brayton cycle and nested with a cycle selected from an Otto cycle and a diesel cycle performed by means of oxy-fuel combustion. The second Brayton cycle transmits mechanical energy and thermal energy from exhaust gases to the first Brayton cycle. The first Brayton cycle provides to the second Brayton cycle compressed O2 from the MIEC membrane. By means of the present engine, the NOx emission of into the atmosphere, caused by the separation of N2 in the MIEC membrane, is prevented.

Description

technical field [0001] The invention relates to the field of internal combustion engines, more specifically, to an internal combustion engine which burns hydrocarbons and does not emit harmful gases to health. Background technique [0002] MIEC film [0003] A mixed ion-electron conductor (MIEC) membrane is a dense ceramic membrane in which oxygen ions diffuse from one side to the other through the properties of its crystal structure due to the oxygen chemical potential gradient between the two sides of the membrane. The oxygen selectivity of this membrane is 100%. AirProducts & Chemicals Inc. claims that this membrane can work at high pressure (1-2MPa) on the retaining side and vacuum on the permeating side (usually in the range of 700-1000ºC), realizing the commercialization of MIEC membrane technology for A major breakthrough in the production of pure oxygen. [0004] Because the transport of oxygen ions occurs simultaneously with the transport of electrons or electron...

Claims

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Application Information

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Patent Type & Authority Applications(China)
IPC IPC(8): F02M25/12F02M35/10B01D53/22C01B13/02
CPCC01B13/0251C01B2210/0046B01D2256/12B01D2257/102B01D2257/504B01D53/229B01D2258/01F02M25/12F02B37/04F02B33/22Y02P20/151Y02T10/12F02M35/10242B01D53/22C01B13/0259Y02P20/129C01B2210/0051C01B2210/0075Y02C20/40Y02P30/00B01D53/228C01B13/0255F02B29/0406F02B33/06F02B75/10F02M35/10157F02M37/0047
Inventor 弗朗西斯科·何塞·阿诺·马丁内斯热苏斯·维森特·贝纳耶斯·卡尔沃戴维·加泰兰·马丁内斯何塞·玛丽亚·德桑蒂斯·费尔南德兹路易斯·米格尔·加西亚·库瓦斯·冈萨雷斯何塞·曼努埃尔·赛拉·阿尔法罗何塞·拉蒙·赛拉诺·克鲁兹
Owner UNIV POLITECNICA DE VALENCIA
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