In-cylinder water injection engine

• US 5,718,194 A
• Filed: 05/28/1996
• Issued: 02/17/1998
• Est. Priority Date: 09/12/1994
• Status: Expired due to Fees

• Current Assignee: Binion W. Sidney
• Original Assignee: Binion W. Sidney
• Inventors: Binion, W. Sidney
• Primary Examiner(s): Solis, Erick R.
• Application Number:
  US08/654,934
• Time in Patent Office: 630 Days
• Field of Search: 123/25 C, 123/26, 123/562, 123/563, 123/559.2
• US Class Current: 123/25.00C
• 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 47/02 the substances being water or steam
• CPC Class Codes: F02M 25/03 into the cylinder or the pre-combustion chamber
• CPC Class Codes: F02M 25/12 the apparatus having means for generating such gases using rays and simultaneously generating ozone F02M27/06
• CPC Class Codes: Y02T 10/12 Improving ICE efficiencies

Abstract

An environmental accommodating, reduced NOx, spark or plasma ignited, reciprocating, multi-fuel engine utilizing direct, in-cylinder water injection and an optional oxygen enriched air supply is able to operate as an ultra-lean burn, high compression ratio engine for notable power output and increased efficiency. The in-cylinder low-temperature water injection promotes numerous desirable effects. One, the in-cylinder water injection during compression stroke significantly lowers compression temperatures through the latent heat of vaporization of the liquid water to the gaseous form. The lower temperature of compression permits increased compression ratios while avoiding pre-ignition. As well, the low-temperature water injected air/fuel or enriched O₂ /air/fuel mass demands less work in the compression stroke thereby increasing overall engine efficiency. The low-temperature water injection promotes increased mass flow through the engine for increased power output and efficiency. The low-temperature water injection also lowers temperature of combustion thereby lowering the formation of nitrogen oxide emissions. The optional enriched oxygen air supply can promote ignitibility and combustion flame stability in the presence of the high diluent water concentration and/or low or so called ultra lean fuel/air ratios, The process can be used on a two or four cycle engine, ignited by spark or plasma or any injection process.

Claims

1. An in-cylinder water injection engine comprising:

(a) an internal combustion engine having at least one combustion chamber, at least one cylinder head secured to said combustion chamber and at least one piston disposed within said combustion chamber;

(b) an air/fuel intake manifold in fluid communication to said combustion chamber through said cylinder head;

(c) at least one water injector in fluid communication to said combustion chamber;

(d) a constant pressure water source connected to said water injector by a water conduit;

(e) a valve in said water conduit responsive to the compression cycle of the engine to open and let water flow to said water injector during each compression cycle of said engine;

(f) a bank of nitrogen/oxygen static membranes connected to said air intake conduit by a membrane conduit and connected to said air/fuel intake manifold by an enriched air conduit to remove a portion of the nitrogen in the intake air prior to said air/fuel intake manifold; and

(g) a turbocharger compressor operatively connected to said exhaust conduit and said membrane conduit to compress the air passing to said bank of nitrogen/oxygen membranes.

2. The in-cylinder water injection engine according to claim 1 further comprising an air intake conduit connected to said air/fuel intake manifold, an exhaust manifold connected to said combustion chamber, an exhaust conduit connected to said exhaust manifold and at least one turbocharger compressor operatively connected to said exhaust conduit and said air intake conduit to compress the intake air in said air intake conduit.

3. The in-cylinder water injection engine according to claim 2 further comprising a turbocharger compressor after cooler heat exchanger between said turbocharger and said air/fuel intake manifold.

4. The in-cylinder water injection engine according to claim 1 further comprising a second turbocharger compressor after cooler heat exchanger between said second turbocharger and said bank of nitrogen/oxygen membranes.

5. The in-cylinder water injection engine according to claim 4 further comprising a nitrogen exhaust conduit and a pressure recovery turbine operatively connected to said exhaust conduit and said nitrogen exhaust conduit to drive a compressor operatively connected to said air intake conduit and enriched air conduit to compress the air flowing to said air/fuel intake manifold.

6. An in-cylinder water injection engine comprising:

(a) an internal combustion engine having at least one combustion chamber, at least one cylinder head secured to said combustion chamber and at least one piston disposed within said combustion chamber;

(b) an air/fuel intake manifold in fluid communication to said combustion chamber through said cylinder head;

(c) at least one water injector in fluid communication to said combustion chamber;

(d) a constant pressure water source connected to said water injector by a conduit;

(e) a valve in said conduit responsive to an electronic signal to open and let water flow to said water injector during the compression cycle of said piston;

(f) an air intake conduit connected to said air/fuel intake manifold;

(g) an exhaust manifold connected to said combustion chamber;

(h) an exhaust conduit connected to said exhaust manifold;

(i) at least one turbocharger compressor operatively connected to said exhaust conduit and said air intake conduit to compress the intake air in said air intake conduit;

(j) a bank of nitrogen/oxygen static membranes connected to said air intake conduit by a membrane conduit and connected to air/fuel intake manifold by an enriched air conduit to remove a portion of the nitrogen in the intake air prior to said air/fuel intake manifold; and

(k) a second turbocharger compressor operatively connected to said exhaust conduit and said membrane conduit to compress the air passing to said bank of nitrogen/oxygen membranes.

7. The in-cylinder water injection engine according to claim 6 further comprising a second turbocharger compressor after cooler heat exchanger between said second turbocharger and said bank of nitrogen/oxygen membranes.

8. The in-cylinder water injection engine according to claim 7 further comprising a nitrogen exhaust conduit and a pressure recovery turbine operatively connected to said exhaust conduit and said nitrogen exhaust conduit to drive a compressor operatively connected to said air intake conduit and enriched air conduit to compress the air flowing to said air/fuel intake manifold.

9. An in-cylinder water injection engine comprising:

(a) an internal combustion engine having at least one combustion chamber, at least one cylinder head secured to said combustion chamber and at least one piston disposed within said combustion chamber;

(b) an air/fuel intake manifold in fluid communication to said combustion chamber through said cylinder head;

(c) at least one water injector in fluid communication to said combustion chamber;

(d) a constant pressure water source connected to said water injector by a conduit;

(e) a valve in said conduit responsive to an electronic signal to open and let water flow to said water injector during the compression cycle of said engine;

(f) an air intake conduit connected to said air/fuel intake manifold;

(g) an exhaust manifold connected to said combustion chamber;

(h) an exhaust conduit connected to said exhaust manifold;

(i) at least one turbocharger compressor operatively connected to said exhaust conduit and said air intake conduit to compress the intake air in said air intake conduit;

(j) a bank of nitrogen/oxygen static membranes connected to said air intake conduit by a membrane conduit and connected to said air/fuel intake manifold by an enriched air conduit to remove a portion of the nitrogen in the intake air prior to said air/fuel intake manifold;

(k) a second turbocharger compressor operatively connected to said exhaust conduit and said membrane conduit to compress the air passing to said bank of nitrogen/oxygen membranes;

(l) a second turbocharger compressor after cooler heat exchanger between said second turbocharger and said bank of nitrogen/oxygen membranes; and

(m) a nitrogen exhaust conduit connected to said bank of nitrogen/oxygen static membranes; and

(n) a pressure recovery turbine operatively connected to said exhaust conduit and said nitrogen exhaust conduit to drive a compressor operatively connected to said air intake conduit and enriched air conduit to compress the air flowing to said air/fuel intake manifold.