Combined fuel engine

• US 4,876,988 A
• Filed: 06/13/1988
• Issued: 10/31/1989
• Est. Priority Date: 06/13/1988
• Status: Expired due to Term

• Current Assignee: Environmental Protection International Corporation Limited
• Original Assignee: Ana Paul, Marius A. Paul
• Inventors: Paul, Marius A., Paul, Ana
• Primary Examiner(s): CROSS, ETHEL R
• Application Number:
  US07/206,229
• Time in Patent Office: 505 Days
• Field of Search: 123/27 GE, 123/1 A, 123/577, 123/576, 123/65 BA, 123/299
• US Class Current: 123/1.00A
• CPC Class Codes: F02B 1/02 with positive ignition with non-timed positive ignition F02B9/06
• CPC Class Codes: F02B 2053/005 Wankel engines
• CPC Class Codes: F02B 2075/027 four
• CPC Class Codes: F02B 3/06 with compression ignition compression ignition engines using air or gas for blowing fuel into compressed air in cylinder F02B13/02
• CPC Class Codes: F02B 43/00 Engines characterised by operating on gaseous fuels; Plants including such engines engines characterised by the gas-air charge being ignited by compression ignition of an additional fuel F02B7/06; engines convertible from gas to other fuel consumption F02B69/04
• CPC Class Codes: F02B 51/02 involving catalysts
• CPC Class Codes: F02B 53/10 Fuel supply; Introducing fuel to combustion space
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies
• CPC Class Codes: Y02T 10/30 Use of alternative fuels, e.g. biofuels

Abstract

A combined fuel engine for reduced emission pollution in which the engine is provided with a conventional fuel injection system for injecting a conventional fuel such as gasoline or diesel oil high in carbon into a combustion chamber proximate the cycle time of peak compression and with an auxiliary fuel injection system for injecting an auxiliary fuel such as methanol, ethanol or liquefied natural gas high in hydrogen into the combustion chamber with the charge of air proximate the cycle time of low compression with means for varying the proportion of fuels to achieve a lean combustible mixture.

Claims

1. A combined fuel engine for reduced emission pollution comprising:

a cylinder with at least one piston reciprocal therein with a cycle having at least a compression stroke and a power stroke, the cylinder and piston forming in part a combustion chamber,

an air intake port and a combustion gas exhaust port communicating with the combustion chamber,

first fuel injection means with a first fuel supply for injecting a first conventional fuel from the high carbon group including gasoline and diesel oil stored in the first fuel supply into the combustion chamber proximate the cycle time of peak compression at the end of the piston compression stroke, and

second fuel injection means with a second fuel supply for injecting a second auxiliary fuel from the high hydrogen group including methanol, ethanol and liquefied natural gas stored in the second fuel supply into the intake port of the combustion chamber proximate the cycle time of low compression at the beginning of the piston compression stroke after the exhaust port is closed, the second fuel supply including a fuel supply line to the intake port that includes means for cooling hot areas of the engine while preheating the fuel before injection into the combustion chamber,

means for varying the proportion of fuel injection from the first fuel injection means from 100% to 5% of fuel required for a lean combustible mixture and concurrently varying the fuel injected from the second fuel injector means to provide a fuel charge that provides the balance of fuel required for such lean combustible mixture wherein the fuel charge from the second fuel injector means is maintained sufficiently lean to prevent premature detonation, wherein detonation results upon injection of fuel by the first injection means.

2. The engine of claim 1 wherein the engine includes air compression means for delivering a precompressed air charge to the air intake port wherein a lean mixture of fuel in the air charge is provided for complete combustion of the fuel.

3. The engine of claim 2 wherein the air compression means includes a positive displacement, rotary compressor with a sealed rotor for high pressure precompression.

4. The engine of claim 3 wherein the air compression means includes a turbocharger having a first section connected to the rotary compressor for precompressing air supplied the rotary compressor and a second section having a conduit connected to the combustion chamber exhaust port, the turbocharger being driven by exhaust gasses passing through the second section of the turbocharger.

5. The engine of claim 2 wherein the exhaust port is connected to an exhaust conduit, the exhaust conduit having valve throttling means for regulating the flow of exhaust through the exhaust conduit and the flow of air into the combustion chamber.

6. The engine of claim 5 wherein the valve throttling means is controlled by a microprocessor in response to sensed engine conditions and operating demands.

7. The engine of claim 1 wherein the first fuel injector means is electronically controlled by a microprocessor in response to sensed engine conditions and operating demands.

8. The engine of claim 7 wherein second fuel injector means is electronically controlled by a microprocessor in response to sensed engine conditions and operating demands.

9. The engine of claim 1 wherein the second fuel injector means injects fuel into the intake port.

10. The engine of claim 1 wherein the second fuel injection means injects supplemental fuel to achieve a lean combustible mixture.