NL2001069C2 - Injection device for injecting e.g. diesel oil, into combustion chamber in e.g. diesel engine of vehicle, has supply conduit connected to combustion chamber for pressurized introduction of fuel into chamber - Google Patents

Abstract

The device has an injection part (2) driven by an actuator to rotate with respect to a housing (1) about a central axis (3). A supply conduit (4) is connected to a combustion chamber for pressurized introduction of fuel into the chamber, and has a fluid-tight coupling between the housing and the injection part. An injection nozzle (5) is rigidly connected to the injection part. An atomizer (6) has an atomizer opening connected to the supply conduit, when the injection nozzle rotates. An independent claim is also included for a method for injecting fuel or fluid into a combustion chamber.

Description

Background of the invention. The invention relates to an injection device for injecting fuel into a combustion chamber.

The invention further relates to a combustion engine provided with an injection device.

The invention further relates to a method for injecting the fuel and / or the fluid into a combustion chamber of a combustion engine.

DE19816339 discloses an injection device with a rotatable injection piece that can be driven by a driving force. A problem with this device is that a combustion chamber equipped with this injection device generates too many undesired emissions under certain circumstances.

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Summary of the invention

An object of the invention is to contribute to a reduction of undesired emissions.

To this end, the invention provides an injection device for injecting fuel into a combustion chamber, the injection device comprising; a housing fixedly connected to the combustion chamber, an injection part which is rotatably connected to the housing and which is drivable by means of an actuator to rotate relative to the housing about a central axis, a supply line which is in fluid communication with the combustion chamber about bringing a fuel under pressure into the combustion chamber and which comprises a fluid-tight coupling between the housing and the injection part; - an injection nozzle which is fixedly connected to the injection part and which comprises an atomizer with an atomizer opening which is in fluid communication with the supply line for introducing the fuel into the combustion chamber, while the injection nozzle rotates, the injection nozzle rotating injection device further comprises at least one further supply line for bringing a fluid under pressure into the combustion chamber.

The invention has the advantage that it is possible to introduce different combinations of fuels and / or moderators sequentially or simultaneously into the combustion chamber under favorable mixing conditions.

In an embodiment of the injection device, the fluid comprises a further fuel. This further fuel, for example, differs from the fuel and is introduced here into the combustion chamber shortly after ignition of the first fuel, which broadens the freedom of choice for the further fuel, whereby also fuels that do not in themselves come to a sensible combustion are eligible. .

In an embodiment of the injection device, the fluid comprises a moderator to moderate the combustion process, so that in particular emission of thermal NOx is combated. Water, hot steam or a suitable chemical, for example, serve as a moderator. A favorable effect is furthermore that thermal expansion of the moderator cooperates to improve the efficiency when a combustion engine is provided with the injection device.

In an embodiment of the injection device, the actuator comprises a converter that converts the fluid and / or the fuel under pressure into a driving force to rotate the injection part relative to the housing.

In an embodiment of the injection device according to a preceding claim, wherein the fluid-tight coupling comprises a circumferential channel which is provided on the rotatable injection part to provide a fluid connection between the housing and the injection part, regardless of their relative rotational position.

In one embodiment of the injection device, the injection nozzle comprises; - blades for swirling fluid in the combustion chamber, a central cavity around which the blades are arranged, and recesses in the blades, for circulating fluid in the combustion chamber along the injection mouth. As a result, an internal recirculation of exhaust gases 30 is realized within the combustion chamber, which contributes to a more complete combustion and improved emission values.

In one embodiment of the injection device, the vanes, here at their end remote from the central axis, are provided with an atomizer and the atomizers lie in a plane substantially perpendicular to the central axis and atomizer openings are aligned around the fuel or fluid below inject into the combustion chamber at an angle with the plane. This results in an improved swirl of fuel and moderator in the combustion chamber.

In an embodiment of the injection device, supply lines from each end in a separate atomizer, so that the fuel and the fluid only mix in the combustion chamber.

In an embodiment of the injection device, the injection part comprises an electrode for electrostatically influencing the fuel and / or fluid by applying a charge or influencing the charge distribution to provide better mixing in the combustion chamber and to prevent free radicals from escaping. promote.

In an embodiment of the injection device, the electrode is provided at the supply line to the atomizer to electrostatically influence the fuel and / or the fluid.

In one embodiment of the injection device, the electrode is provided at the central cavity in the injector part to electrostatically influence fuel and / or fluid present in the combustion chamber.

In an embodiment of the injection nozzle an electrically conductive layer comprises for heating the fuel and / or the fluid.

In one embodiment of the injection device, there is further provided an ignition means for supplying energy and influencing the combustion process. The ignition means is preferably a laser pulse diode, for example the HL6750MG Visible High Power Laser Diode, outside and away from the combustion chamber, and the laser pulse is introduced into the combustion chamber via a collimator (or also a light sight) and through a quartz crystal window.

In an embodiment of the injection device, the injection part comprises a catalytic layer of, for example, barium oxide to accelerate the combustion process.

In an embodiment of the injection device, the injection part is provided with at least one sensor and the injection part and the housing are provided with electromagnetic signal transmission means for transferring contactless information between the housing and the injection part.

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In an embodiment of the injection device, the sensor comprises a temperature sensor for measuring the temperature in the combustion chamber.

In an embodiment of the injection device, the sensor comprises a pressure sensor for measuring the pressure in the combustion chamber.

In an embodiment of the injection device, the pressure sensor comprises a piezo element. The pressure sensor may have been incorporated in a cooled container to cool the element and associated electronics.

In an embodiment of the injection device, the injection direction comprises a generator, wherein terminals of the generator are provided on the injection part to provide electrical energy on the injection part.

In one embodiment of the injection device, the injection nozzle comprises at least one exit surface from which fluid exits with an exit speed perpendicular to the exit surface and wherein the injection nozzle has a velocity component in the exit surface greater than the exit speed. This further promotes homogenization of the mixture in the combustion chamber and agglomeration of injected particles is further avoided.

The invention further relates to a combustion engine provided with an injection device according to a preceding claim.

In an embodiment of the combustion engine, the engine is selected from the group; diesel engine, gasoline engine, gas engine, turbine.

In one embodiment of the combustion engine, the rotation of the injection part is in the direction of the swirl in the combustion chamber.

The invention further relates to a method for injecting the fuel and / or the fluid into a combustion chamber of a combustion engine, comprising one or more of the following steps; rotating the injection part, sequential injection of different fuels into the combustion chamber during one combustion cycle, measuring the temperature in the combustion chamber, - measuring the pressure in the combustion chamber, measuring the NOx content, injecting a moderator to moderate the combustion process and / or to influence the temperature, supplying ignition energy to the combustion space, electrostatically influencing the fluid in the combustion space.

The advantage of this method is better combustion and improved emissions.

In an embodiment of the method, the injection part rotates before injection of the fuel to obtain an optimum temperature distribution for injection of the fuel.

In an embodiment of the method, reacted gases are mixed with unreacted gases 10 within a combustion chamber of the combustion engine to participate in the next combustion process within the combustion chamber.

In an embodiment of the method, the fuel is injected at such an angle with the central axis that the fuel does not touch combustion chamber parts in order to reduce thermal load and erosion of the combustion chamber parts.

In one embodiment of the method, the fuel is injected at such a pressure and the injection part rotates at such a speed that agglomeration of fuel particles is prevented.

In an embodiment 29 of the method, the injection part rotates during the intake stroke to reduce the ignition delay. Better mixing will cause the mixture in the combustion chamber to ignite faster and more fully.

In one embodiment of the method, the injection part rotates during the working stroke to prevent soot formation.

In an embodiment of the method, the injection part rotates during the exhaust stroke to promote post-combustion and thereby reduce emissions.

In one embodiment of the method, the injection part is not driven during a part of the combustion cycle to save energy.

In an embodiment of the method, after initialization of the combustion, the temperature in the combustion chamber is measured, and is controlled by injecting a moderator to below a temperature level at which thermal NOx is produced.

In one embodiment of the method, the leakage rate is controlled per combustion cycle and per combustion chamber to eliminate power differences between 6 combustion chambers. The leakage rate is the fuel flow that arises when a nozzle opening is not sufficiently closed by, for example, a needle due to, for example, wear or contamination.

In one embodiment of the method, a needle closes the nozzle opening by centripetal normal force during rotation of the injection part. This provides a predictable closing force depending on the rotation speed of the injection part.

In an embodiment the injection device is provided with one or more of the characterizing measures described in the attached description and / or shown in the attached drawings.

In an embodiment of the method, the method comprises one or more of the characterizing steps described in the accompanying description and / or shown in the accompanying drawings.

It will be clear that the various aspects mentioned in this patent application can be combined and can each qualify separately for a split-off patent application.

Brief description of the figures

In the attached figures, various embodiments of an injection device according to the invention are shown in which is shown in:

FIG. 1 shows a side view of a sectioned injection device in a first embodiment; Fig. 2a shows a side view of a sectioned injection device in a second embodiment; Fig. 2b shows a bottom view of the injection device of Fig. 2; Fig. 3 shows an injection part in perspective; Fig. 4 shows a top view of the injection part of Fig. 3; Fig. 5 shows a side view in section of the injection part of Fig. 5; Fig. 6 shows a side view as in Fig. 5 in another position; Fig. 7 shows a perspective view of a third embodiment of an injection device; Figure 8 shows a process diagram of an incinerator; Fig. 9 shows a process diagram for CO2 extraction from flue gas; Fig. 10 is a diagram of a known process for the production of methanol; Fig. 11 is an illustration of a piezo pressure sensor; Fig. 12 is a graph with measurement results of the pressure sensor of Fig. 11; Fig. 13 is a diffuser in perspective. Fig. 14 shows in side view the diffuser in an injection device. Fig. 15 shows a detail of Fig. 14.

Description of embodiments 10

FIG. 1 shows a side view of a sectioned injection device in a first embodiment. The housing 1 is fixedly connected to the combustion chamber (not shown). The injection part 2 is rotatably connected to the housing about a central axis 3 by means of, for example, ceramic bearings known per se. The injection part 2 is driven by an actuator (not shown). In the injection part there is a standard injector with a spring and a needle valve. The injection nozzle 5 fixedly connected to the injection part 2 extends into the combustion chamber. The fluid is guided via a supply line 4 to the injection nozzle 5, whereafter it is introduced into the combustion chamber under pressure via the atomizers 6. It is conceivable that the actuator comprises a converter 20, which converts the fuel or fluid stream under pressure into a driving force to rotate the injection part.

Fig. 2a shows a side view of a sectioned injection device in a second embodiment. Here, the injection nozzle 5 is provided with blades 8 which swirl the gases in the combustion chamber when the injection component 2 rotates with the injection nozzle 5.

The injection nozzle 5 is here provided with a central cavity 7. When mounted in a combustion chamber, the direction of rotation of the injection nozzle 5 is preferably equated with the design direction of the swirl so that they reinforce each other.

FIG. 3 to 6 show the injection nozzle 5 of the second embodiment of the injection device in different views and / or positions. The injection nozzle 5 is here made of ceramic. The vanes or vanes 8 are here provided with recesses 9 which are in fluid communication with the central cavity 7. As a result, gases, including exhaust gases, are circulated in the combustion chamber in order to once again participate in a combustion process which has a favorable effect on the emission. The δ supply channels 4 open into the injectors 10. It is conceivable that an injector 10 is closed by a needle (not shown) which is held in a closed position by centripetal normal force during rotation of the injection nozzle 5 to close the injector opening of the injector 10 . The supply channels 4 here make 5 different angles with the central axis 3 to inject fuel and / or fluid at different angles into the combustion chamber, so that a better distribution is achieved. At the atomizer 10, an electrode (not shown) is provided here to electrostatically influence the fuel and / or fluid flow by applying a potential to the electrode. An electrode 11 is also included in the cavity 7 to electrostatically influence the gases in the combustion chamber.

FIG. 7 shows a perspective view of a third embodiment of an injection device. More supply lines 4 are provided here, each of which here flows into its own atomizer 10 from Figs. 3-6 so that the fuel and the fluid only mix in the combustion chamber. The supply lines 4 are each separately controlled with, among other things, valves. It is conceivable that valves are provided on the injection nozzle 5 of Figs. 3-6. The supply line 4 comprises a fluid-tight connection 12 or coupling 12 known per se between the injection part 2 and the housing 1 to form a tight connection 12 for a fluid under pressure, between the fixed housing 1 and the rotatable injection part 2. The control of the injection device is provided partly fixed on the housing (module 13), partly on the injection part 2 and partly in the module 24 mounted on the injection nozzle 5. The control comprises, inter alia, a mico controller provided here on the injection part 2. Module 24 comprises sensors for measuring temperature, pressure and NOx content, among other things, and actuators, for example, a piezo valve which in a closed position closes a supply channel 4 opens an supply channel 25 in an open position. The transmission of signals between the injection part 2 and the housing 1 takes place electromagnetically, for example, by optocoupers. To provide the injection part 2 with electrical energy, a generator (not shown) is provided here, wherein the connection terminals are located on the injection part 2.

Fig. 8 shows a process diagram of a combustion installation wherein recovery and conversion of energy is provided. In figure 8 the figures refer successively to the combustion chamber 14, the load 15, a CO2 extraction and / or storage 16, an H? 0 extraction and / or storage 17, other processes and / or storage 18, a separation, conversion and storage 19, energy recovery, conversion and transition 20, fuel storage 21, storage 22 of moderators and process control 23.

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Industrial applicability 5

Fine dust and Ultra fine dust emissions due to burning of (fossil) fuels in prime movers (propulsion units): At the source approach to prevent the formation of fine dust and ultra fine dust as they arise with the traditional method of burning fuels in prime movers.

10 Applicable for liquid, powdered and gaseous fuels or a combination thereof!

Origin of soot: o Soot, expressed as a summary, is a collective name of cracking products (3rd order chemical reactions, pyrolysis, (naphtha) cracking), which arise when e.g. degrade liquid fuels (diesel oil, lubricating oil, gasoline, etc.) under the influence of high temperatures before they can evaporate and successively burn (= oxidation). The long chain structure of most fuels also contributes to this. By-products such as aldehydes, olefins / olefins, naphthenes, aromatics, ketones, aliphates, etc. are the result. Around a core (nuclei) of e.g. C2H2 (acetylenes) agglomerate, partly also as a result of polycondensation, cracking products into “soot particles”, hereinafter referred to as PM (PM = Particulate Matter) in the dimensions of a single nanometer to larger dust particles. As a rule, two gradations are indicated, PMjo (aerodynamic particle size 10 μηη) and PM2.5 (aerodynamic particle size 2.5 μιη). o (Poly) Condensation of polycyclic aromatics and aliphates (from the gas phase) results in a growth in particle size. As a result of further developments to e.g. diesel engines, the emitted particles have become smaller in size over time, as a result of which the production of ultra-fine dust has increased exponentially. In numbers, but not in mass, the particles <100 nm are most abundantly represented in the exhaust gases of e.g. diesel engines.

10 o The “static” injection process therefore actually causes soot in the form of (ultra) particulate matter, regardless of the type of fuel. The current generation of gasoline engines have the same problem.

o The PM particles mentioned above fall under the term “particulate matter”, including 5 all grades. The author makes a distinction for particles <200 nm, belonging to the ultra-fine dust category.

o Other components that are often also mentioned under the collective name of fine dust are e.g. salty air, tire wear, brake material wear, nitrogen oxides, building material, etc. For each type of particulate matter, the harmfulness to humans and the environment varies greatly. For example, e.g. fine dust from salty air hardly noticeable harmful influences.

In view of the fact that, in addition to the PM originating from the combustion processes, also the nitrogen oxides generated from the same combustion processes have comparable harmful health influences for living beings, this is also addressed in the description for this novum.

o Soot filters are generally unable to capture the ultra-fine PM particles (<200 nm), despite the fact that they are the most risky for mammalian health. Reference is also made in this context to reports from the WHO which leave no doubt about this. The effectiveness of soot filters 20 has hitherto often been expressed in gravimetric efficiency. This meets the cosmetic aspects of soot filters: no or hardly visually visible soot plume! After all, the micron and sub-micron levels of the aerodynamic particles cannot be seen with the naked eye.

o Diesel engines are estimated to be approximately 75% responsible for the production of all particulate matter and ultra particulate matter. Another important part is of anthropogenic origin.

o Due to the comparable negative impact on health, NOx is also included under the heading of particulate matter.

o The fact that "soot" is created generally means that the combustion has been incomplete. In addition to the above-mentioned particulate matter emissions, this also produces PAHs, etc., including gases that form ozone. In this context, the term NMHC (Non Methane Hydro Carbons) is often used in the literature. By means of e.g. gas chromatography, sometimes several hundred chemical π compounds can be detected as exhaust gas emissions from diesel engines (fuel EN590). For example, FAME (Fatty Acid Methyl Esters) fuels again cause "other" problems and exhaust gas emissions. o The discussions concerning CO2 can only be considered meaningful, as long as there is talk of a complete combustion of fuels. This is not the case if demonstrable quantities of harmful (by) incineration products are found. CO is one of them, for example. Demonstrable CO after the incineration process clearly means incomplete (ie "bad") incineration.

O The incineration process for prime movers is many times more complex than indicated above and the emission of emissions cannot be clearly defined; however, the emission of ultra-fine particles into the environment has become a social problem that requires an approach at source. Particulate matter control is only one of the harmful substances that qualify for this as soon as possible.

Harmfulness of PM to (inter alia) the respiratory tract:

In mammals, the respiratory tract (but also the skin) is capable of separating a certain amount of iniquities from "coarser dimensions" through the natural process. Think e.g. on the cilia in the bronchi. However, the smaller the particles, the more vicious the consequences. The smallest particles (reportedly from a medical angle <5 μιη) easily disappear into the pores of the tissues, where they should in principle be regarded as carcinogenic and are often the cause of cell damage, respiratory diseases and infections. This situation is somewhat comparable to NOx, for which the (human) skin is also permeable, as a result of which NOx can attach itself directly to the platelets and in this way are carcinogenic. In the reproduction of mammals, it appears that ultra-fine dust can be transferred from the parents to the fetus, thereby transferring a potential health risk. The WHO has not been able to determine a lower limit for, for example, 30 particle size and exposure for (ultra) particulate matter. The economic consequences of particulate matter for the Netherlands are estimated (as an example) between € 20 and € 40 billion a year, while the number of people who die prematurely each year due to the effects of particulate matter is estimated at around 20,000, roughly 1 in 7 So 12 deaths, or an average of one death per 30 minutes. This is of course not exclusively a Dutch problem. The problem has not been brought to the attention of the population on a large scale, but deserves a better international approach, despite the thorough reports that have been drawn up on this subject (for example within the EU) 5.

The conclusion is therefore justified that ultra-fine dust as a by-product of prosperity poses great health risks for mankind and damages the environment in the broadest sense. In general, "the public" expects adequate government measures, but there the resources are often too limited and not equipped for an adequate approach!

Measures against soot (PM): o In order to combat soot (soot) emissions, "as a state of the art" is often seized on methods for solving the problems afterwards, in other words instead of tackling 15 problems at the source new techniques have been and are being developed and implemented to minimize the harmful effects only after they have arisen. The use of "soot filters", analogous to the introduction of catalysts after NOx as a by-product as a result of technical further developments, is an example of this. It is known that these soot filters have an extremely limited effectiveness precisely in the area of application to which they should be used, namely the control of ultra-fine dust. In particular, it is only the coarser parts (usually aerodynamic diameter> 5 μιη and only in some cases> 200 nm) that can be properly captured with a soot filter (the less harmful by definition), while the ultra-fine dust (= by definition the most harmful) is passed in a vast majority. This, while fuel consumption can increase by as much as 6%, so also CO2 production, apart from the cost price, maintenance and maintenance costs, health risks, etc. of the filters.

30 o From a scientific point of view, there are still serious doubts about the effects on the composition of exhaust gas emissions and their harmfulness to public health when using particulate filters and / or in combination with chemicals. Since the fuels for vehicles are in practice 13 often a "dumping place" for "surplus" chemicals, this seems to be a legitimate doubt. Consider e.g. to the potential risk of dioxin formation if there are chlorinated hydrocarbons in the fuel. Think e.g. also the substances (such as, for example, sulfur) withdrawn from the fuels for road traffic are dumped in the fuels for shipping.

o No capture capacity of particles <200 nm is known for any of our soot filters, while fuel consumption (and therefore CO2 production) can increase by up to 6%.

In none of these filters is there a guarantee that from previously captured agglomerate to soot particles, no smaller particles (e.g. carbon particles) are still entrained in the spent exhaust gas stream, due to the fact that the adhesion forces of the agglomerate are low.

o It has been established in a number of measurements that soot filters crush a substantial part of the agglomerated PM into ultra-fine dust and that therefore the amount of ultra-fine particles after a soot filter can amount to a multiple compared to the input of the filter and to engines that are not equipped with a soot filter. These ultrafine particles then do not participate in the measurement to support the PM standard, because they have become too small for that. They are, however, definitely present in an absolute sense and extremely harmful! "What does not see what does not matter, what people do not measure what people do not know!" Unfortunately, this "not seeing anymore" is all too often regarded as "clean". This "invisibility" also applies to the average opacity measurements, which the ultra-fine dust can hardly measure, because they are too insensitive to that.

o The effectiveness of a soot filter in gravimetric terms or its reduction in opacity, is not a direct measure of "healthier" air or otherwise determines "good air quality".

o Not all engines / prime movers lend themselves to the retrofitting of a soot filter, engine management is often disturbed by this, not least because of the type of filter and an increase in back pressure in the flue gas system and lambda values that go outside the discrimination window to lay down. "Poisoning" of filter substrate is also a present risk.

14 o The combination of fuel type and soot filter type cannot simply be changed, as this ultimately results in considerable damage to the prime mover and / or filter substrate.

o A soot filter has a limited effect outside the working temperature, i.e. cannot be used at "low or too low" temperatures. Long-term under temperature usually means spontaneous "burning out" of the silt-up substrate, which poses risks for the immediate environment. The excess air included in the design concept of the prime mover (with fixed valve timing) cools the average off-gas temperature below the required operating temperature under that condition.

o For some of the filters, chemicals are required, such as e.g. urea.

o For another part, an adjustment to the fuel injection system is necessary to e.g. regenerate the filter with the acetylenes from the fuel, which are created as a result of injecting into the cylinder at a "wrong time".

o So far the approach "afterwards".

We are at the forefront of a problem-solving approach, in which we develop products that, in addition to saving fuel for the more efficient and flexible use of the fuels, also aim to reduce emissions, including ultra-fine dust.

Background and considerations.

A) Prior art I: Statically mounted injectors

With standard injectors which are statically placed in the combustion space, the injected fuel builds up into a "solid" liquid column from the injector exit opening. The cross-section of this (divergent) column is a number of times the diameter of the outlet opening of the nozzle and its length can in some situations extend up to the cylinder wall.

Typically, the total area of the plumes of injected fuel and mixture covers about 20% to 50% of the current volumetric surface, while the design conditions for swirl and squish apparently have very little grip on the plume. A λ (= fuel / air ratio) that is strongly dependent on the location of combustion is the result of this, the cause of which is a non-optimal distribution.

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This can also be deduced from the fact that the density p in the combustion space shows strong local differences in a quasi-stationary state.

In the current engine development, insofar as direct injection techniques are used in the combustion chambers, work is continually being done on increasing injection pressures, multi-layer combustion, multiple injections, common rail v.s. jerk-type pumps and optimization of the combustion chamber geometry with regard to swirl and squish. None of these methods has been able to banish the agglomerated liquid jets, with the result that a great deal of fine dust is still produced during combustion as a result of 3rd-order chemical reactions, which, as an additional disadvantage, often also entail excessive erosion of combustion chamber material. This route of development inherently leads to exceptional reinforcements of mechanical components of the drive for the fuel pumps.

B) State of the art II: Measuring (ultra) particulate matter 15 Although the World Health Organization (WHO) has pointed out in several reports on the health risks with regard to particulate matter, measuring particulate matter and in particular ultra particulate matter is not easy and therefore no standards entered. The WHO has not been able to determine a safe lower limit for exposure to and absolute particle size.

The current standard (PM 10) for particle size 10 μηι is expected to be replaced by PM 2.5. This is a manageable standard in gravimetric terms, but unfortunately this standard is not very useful as a measure of health risks. This also does not yet provide a (measurement) standard for particles in the most harmful area with regard to health risks for the near future, so that a certain gap can be said to exist. The lack of standards does not mean that there are no potential risks.

C) Prior art III: After-treatment of waste gases

Much research and development is put into the after-treatment of waste gases. However, the results of this have so far not been successful for the nanometer range of particles. There is a strong suspicion for e.g. the use of soot filters, which in particular can release the ultra-fine dust from the filter package and 16 also produce other harmful emissions. The following details must be mentioned here: 1) With some types, whether or not combined for after-treatment of soot and NOx, the use of chemicals (e.g. urea carriers) is required. This yields a risk hazard during handling, as well as a potential risk for additional emissions including e.g. dioxins etc.

2) Some types require daily maintenance, so that (concentrated) PM ends up in the environment again and endangers the operating staff if no additional precautions have been taken. Laws and regulations are still unknown for this, so that additional responsibility lies with producers and owners (CE standard, for example).

3) For all types of particulate filters, an increased increase in back pressure occurs in the flue system, which is accompanied by an increase in specific fuel consumption and emissions, including CO2. In some cases, an increased CO content after catalyst is reported due to the catalytic process.

4) For all types of soot filter, it applies that they make substantial use of the space and loading capacity of the vehicle on which / in which the filter is placed.

5) For all types of soot filterz, it applies that they require an additional investment with regard to placement, (daily) maintenance, consumables, replacement and unburdening of residue and soot filter material upon replacement.

6) For all types of soot filter, it applies that they are no longer suitable for installation on existing installations.

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The formation of carbon black is shown schematically below (according to Gilles Bruneaux et al.), For which a maximum occurs in the so-called n..n. "Degenerate Branching" phase before the active radical R Ό2 from the RH oxidation process initiates the destruction of the process.

The cone of (liquid) fuel, which is "cracked" in the outer shell by high temperatures, resulting in Soot. In the outer shell of the plume, the fuel is finely atomized and comes in a gaseous state. As a result, it burns 17 the fastest (Exit free radicals). NOx is formed in this shell, usually due to "imperfections" in the mixing of air and fuel.

PM approximately 2 nm - 25 μιη are considered to be carcinogenic. WHO has not been able to determine a lower limit. NOx is toxic, adheres to platelets, and is a cause, among other things.

5 of acid rain, and residual products: aldehydes, olefins / olefins, wettenes, aromatics, ketones, aliphates, etc.

Renovation 10 Based on the principle and in the conviction that problems can best be tackled directly at the source, the invention mainly focuses on the causes of the aforementioned emissions and how these causes can be eliminated. At the same time, the focus has been on a larger area for employability of the invention in terms of both fuel types and universal deployment in a wider range of applications than just one type / type of prime mover.

With the Roto-Atomizer, the design philosophy is to reduce the volume per injected fuel particle by, among other things, not allowing it to come to a "solid liquid cone" by rotating the injector (standard or adapted). The design takes into account a speed of rotation depending on at least the parameters to be expected in the combustion space, but also on the properties of the fuels to be used and the current conditions in the injection system. Different types of fuel can therefore demand different minimum rotational speeds. The Sauter droplet diameter and the so-called "Monte Carlo" discrete particle description are not applicable here as long as the exit opening, whether or not supplemented with the turbulence effect of the turbine (RV), in combination with the rotational speed, such a distribution of particles establishes that there is no longer any question of interaction between individual liquid particles. A standard injector can be placed in a turbine housing (Roto Vanes) with openings for the injector outlet.

30 Situation when transferring atomizer to combustion chamber on an elementary fuel particle.

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The injection time is intermittent and usually amounts to a maximum of approximately 30 crank angle degrees, which is "only" approximately 4% of a complete cycle (with the 4-stroke principle).

5 The drive of the Roto-Vanes is possible over a much longer period per cycle and has the following effects which also belong to the novum: 1. During the last part of the compression stroke, possibly due to the formation of peroxides during this phase of adiabatic / isentropic compression, hotspots are created (large density gradients occur) in which, among other things, 10 prompt NO arises. This indicates a non-homogeneous (temperature) distribution in the compression space, as a result of which parasitic energy is already consumed in this phase. A turbulent gas flow assumes an optimum temperature distribution already before injection, thus an improvement of the swirl and squish.

2. During the injection phase, centrally continuous “fresh” gas mixture is “supplied” from the combustion chamber to the fuel introduced in rotation and thus finer distributed, so that there is more intimate contact between the two. This leads to a faster transition to the gas and diffusion phase of the fuel which is distributed over a much larger working area of the combustion space, with the result that also the heat release is distributed over a larger area and the nuclei are not only bound to the plume. to be. At the same time, not only the fuel, but also the gases are intimately and intimately mixed with the fuel, and fuel particles are enclosed by the gases during the (compared to a standard injector ultra short) liquid phase in the combustion space, whereby evaporation and mixing take place quickly and homogeneously.

3. The liquid is no longer sprayed against combustion chamber components and, as a result, these components are subjected to less thermal stress and reduces the erosion due to the abrasive action of free radicals.

4. During the heat release, due to the (optimized) spread, any fuel still present as liquid will occupy a lower density compared to a standard injector, so that as a final result this results in a significant reduction of cracked fuel, so also soot. Bertrand Naud et al. Carried out, among other things, pdf (partial density function) and mdf (mass density function) 19 studies as a partial stochastic approach to turbulent sprays and flames with the conclusion: “It is not possible to come out with a complete model both phases have independant discrete representations ”.

5. During the labor battle soot is created via the acetylene hypothesis, the hydrogen route or the carbon route. All three "methods" of soot formation and the long chain structure of some fuels are partly dependent on "the lack of direct and close contact" with 02, so that during the battle of the Roto-Vanes there is a strong or complete reduction of soot. the result is.

6. T.g.v. bringing the gas mixture into strong turbulence (this is a desired situation situation), whereby the centrally positioned bore also acts as a "suction pipe", gases that are still in the reaction phase or have already completed this phase are supplied to the (diffusion) process and thus act as a moderator. (This is comparable to the known principle of 15 EGR, whereby the spent gases are partly (approx. 60%) supplied to subsequent cycles in order to act as ballast substances to prevent the formation of, for example, NOx.) Strong local fluctuations in density relative to the weighted instantaneous average, are thereby reduced or nilated.

7. The exhaust stroke of the cycle suggests that the "combustion has long since come to an end". Chemical reactions of the gases do not adhere to this strict separation of piston movements, they simply continue even after they have long left the exhaust pipe. The same also applies to soot, of whatever origin. The additional turbulence also makes it possible in this phase of the cycle to have any unburned compounds oxidized.

8. A shorter ignition delay (up to a few msec.) Compared to standard injectors is the result, so that there is a longer time and more crank angle degrees for (more complete) reaction of the fuel and therefore also less PM

30.

9. The pulse energy is thus released in a shorter period of time (just after TDC), which results in an efficiency improvement and contributes to a cleaner combustion.

10. One of the (side) effects is a reduction in thermal and prompt NOx. No substantial reduction can be expected on fuel-related NOx, only in proportion to the reduction in specific fuel consumption and in proportion to the reduction due to existing ballast flows.

11. Another (side) effect is better combustion and a quieter engine run with a cold start due to extremely homogeneous mixture formation. The traditional "cold start smoke" and "cold start hunt" are also prevented.

12. In total, the RotoVane should only stand still for approximately 25% of the cycle. It may be possible to extract the energy required from the intermittent fuel stream.

13. During each phase of the cycle, a homogenized filling will be the result.

14. With the design on which this patent application is based, it is possible to inject multiple types of fuel (liquid, powdered, gaseous or in combinations) into the combustion space per combustion cycle or per unit of time. This is especially important if, when applying uni-fuel deposits or other undesirable products, are to be expected. This is the case with some biofuels compared to, for example, an increased acid content (some FAME fuels and the like). A second disadvantage of some biofuels is also eliminated with this technique, viz.

the consequences of the absence of a noticeable ignition delay compared to, for example, EN590. Injecting fuels with this type of properties, only after e.g. the heat release of the first injected fuel has been detected, then yields the advantage of having this fuel "presently" involved in the combustion process. Most of these fuels (such as, for example, pyrolysis oils) do not lend themselves (well) to being mixed with, e.g. EN590, but can be used simultaneously as an energy carrier with this novum. Timed and dosed can be injected into the combustion chamber 30 for each injection channel with a fuel connected to this injection channel.

15. When using the fuels mentioned above, with traditional injectors there is a risk of condensation on machine parts such as e.g.

21 head gaskets and piston walls. When using the Roto-Atomizer or the HICI injector, these risks are avoided.

16. Becomes a moderator, e.g. (hot) water, steam or a chemical added via this technique, after e.g. the initialization reaction has been detected, then the maximum peak temperature can be "regulated" or limited to below the level at which thermal NOx is produced. This is also a control of undesired emissions at the source, which moreover provides the advantage of thermal expansion and therefore does not act completely as a parasitic device and can thus positively influence the efficiency of the installation.

17. Fuels as well as moderators can partly be generated by the installation for which the prime mover is used and processed almost immediately: this includes e.g. gases which are obtained by electrolysis can occur such as H2 and O2 and hot water and steam from e.g. heat recovery installations and collectors.

18. Any known injector such as that e.g. used in diesel engines is equipped with a leakage oil drain. This leakage oil is partly used as a lubricant and partly as a coolant. A disadvantage of this technique is that, due to wear, mutual differences in leakage rates arise, which in an open-loop controlled prime mover lead to mutual power differences between the individual combustion chambers, unless the control is provided with

EPCO supplied SDIC (Smart Diesel Injection Controls). With the latter, the flow is regulated in a foreward feedback loop per cycle and per cylinder / combustion chamber, which results in a weighted and average load balance between several combustion chambers. At the HICI

Injector, individual injectors (optionally individually controllable for each fuel type) are placed in the rotation body, the (minimum) leakage losses being supplied directly to the turbulent flow, so that evaporation already occurs before it can lead to agglomerating drops or jets.

19. At a constant angular velocity ω of the injector assembly, the centripetal normal force is a fixed value depending on the mass of the (needle) body and ω, in contrast to a fully spring-loaded needle (or ball body) of a standard injector, of which the (spring) constant decreases over time at the expense of the opening pressure of the injector, while due to wear processes the leakage oil flow rate increases considerably over time and thereby contributes to loss of injector function efficiency.

20. During the warm-up phase of the.d. prime mover, a conductive layer applied to the structure can be connected to a voltage source, which ensures that the gases and fuels are (pre) heated, thereby increasing the speed of heating, which reduces the emission of particles and reduces emissions.

21. By mounting in the structure of a pressure sensor, e.g. a piezo element with charge amplification which is mounted to the electronics mounted in the less hot parts of the structure, the process progress can be closely monitored per work cycle and can be used by the (externally placed) electronic control for equal power distribution between combustion chambers, exact timing of the individual fuel flows to the relevant injector outlets etc. etc.

22. The proposed construction, which is illustrated by way of example, is eminently suitable for electrostatic influences. The turbulence gases are supplied, among other things, via the central bore to be distributed by the vanes. As it were, a gas transport is created as a result of the centrifugal action of the blades. The gases can thus be electrostatically charged in this central opening which has a positive influence (shorter ignition delay, full and faster chemical reactions) on the ignition and (post) combustion process; electrostatic influence of the gas flow (fresh mixture, compressed, combustion cycle and waste gas cycle).

23. This process can be further enhanced and optimized by giving the fuel a reverse charge at / via the outlet openings of the injectors, that is electrostatic influence of the fuel.

24. In order to be able to achieve an even more accurate timing of the ignition process, an additional (auxiliary) energy (electrical discharge, laser pulse, etc.) can be supplied under certain operating conditions in order to initialize the ignition process or to have the combustion process reactivated. .

23 25. HICI, or Homogeneous Injection Compression Ignition (to be registered as a brand / type!) As a counterpart to HCCI or Homogenous Charge Compression Ignition, can be used for all known types of fuel of fossil, synthetic or bio-origin in liquid, ) gaseous, powdered or mixed / combined state.

26. For Spark Ignition engines, the abbreviation stands for Homogeneous Injection Charge Ignition 27. HICI lends itself to "mixing in" moderators and / or chemicals to influence the combustion process and / or to influence emissions.

28. HICI lends itself to the processing of mediums that cannot come to meaningful combustion in their individual state, but in combination with other fuels.

29. HICI lends itself to all prime movers where fuels (e.g. in combustion chambers) are brought to exothermic reactions, and in particular to diesel engines, gasoline engines, gas engines and (gas) turbines.

30. With HICI, pilot, post, multiple and continuous injections can be carried out “simply”. For each fuel type, fuel can be dosed (and timed) per the relevant nozzle which is integrated in the assembly.

31. With HICI, a substantial reduction of 20 PAHs (NMHCs) and ozone-forming emissions can also be achieved with respect to conventional techniques.

32. With HICI a reduction in CO2 is to be expected, but a significant reduction compared to the use of a soot filter.

33. A reduction in CO can be expected with HICI, certainly with regard to the use of a soot filter.

34. A reduction in NOx can be achieved with HICI, certainly also with regard to the use of soot filters (open / semi-open systems in particular).

35. With HICI, especially if no leakage oil is recycled, the chance of 8-offs is greatly reduced.

36. HICI has a mechanical backup in case the drive goes out of function or is put out of function.

37. HICI can be used to use fuels that are not possible with conventional systems, such as e.g. pyrolised plastics, which have a destructive effect on 24 normal injection systems because condensation of acid residues takes place under almost all circumstances.

38. With HICI it is possible to use these fuels in the diffusion phase of a (base) fuel, in the case where the acids cannot lead to condensation and therefore do not cause engine damage. Expensive de-hydrogenation processes on the fuel can therefore be omitted.

39. HICI is applicable for conversion to existing installations with an upgrading in class, and is also applicable to new construction installations. The geometry can be tailor-made for each installation type.

40. By using catalytic layers on e.g. the vanes of the blades, an acceleration of (chemical) reactions can be achieved.

41. By applying catalytic layers, deposition of combustion residues can be prevented.

42. By using catalytic layers, cavitation exit at the nozzles 15 can be prevented.

43. The direction of rotation of the Roto Atomizer / HICI preferably in the design direction of the swirl.

44. By applying HICI or Roto-Atomizer, the mechanical construction for pump drives can be constructed lighter than is the case for conventional injectors. This provides overall energy savings in the entire production and lifetime cycle of the prime movers.

45. With the HICI construction, fuels with different viscosities can be processed.

46. With HICI, sensors and actuators are installed “in the combustion chamber” by means of the rotating part. The energy required for its operation is provided by generating secondary energy through the "dynamo" principle or by providing contactless energy transfer through electromagnetism. The information transfer from sensors and the control to actuators is also contactless by (axially or radially placed) 30 e.g. optocouplers and / or (high) frequency signals and / or electromagnetic transmission. Dedicated micro electronics modules, the static and the dynamic (rotating) part are placed mutually contactless and galvanically separated, then take care of the processing and transfer of the signals. See e.g. Figure 8. The static part of the transfer interface is then connected with the outside world to e.g. a Smart Diesel Injection Controls Module. The electronics are placed in a precisely positioned EMC safe cylindrical metal cage, which is reinforced with fiberglass, while the top of the components (ASICs) are oriented radially towards the center so that the centripetal force cannot cause a contact break. The whole is balanced and centrifugally potted with a synthetic resin which is sufficiently flexible to absorb temperature effects and is solid enough to fix the case in place. To this end, first the connection of the wiring with regard to sensors and actuators, which are placed in the ceramic housing, is (mechanically) applied without voltage. Perhaps unnecessarily, the electronics, which are mounted in a rotating manner, have no contact transitions to the static outside world.

47. Overview of possible (physical) quantities that can be measured by sensors on the above: A. Pressure Piezo element, flash mounted as used in EPControls since 1997. (See figure 11 of sensor, signal cable and electronics) Piezo element and charge amplifier (integrated in electronics) separately mounted 20 ivm temperatures.

Piezo sensors are eminently suitable for registering transients. The sensors designed by us have a design life of 109 cycles. In the first applications we used a water-cooled holder, where the sensor membrane flush was mounted in the combustion chamber. The cooling 25 was necessary due to the fact that the charge amplifier was mounted just above the sensor crystal. In the new version, the crystal is separated from the combustion chamber by means of a membrane and the charge gain is further removed from the crystal to a milder temperature environment with an acceptable temperature drift. I have attached a pressure chart 30 (Figure 12) as an appendix. NB An error in crank angle position of 1 ° introduces a rule of thumb error of cylinder pressure measurement of 10% pmi. The regulation is put on the market commercially for, among other things, shipping, where the 26 pressure sensor is used particularly deservingly as part of our Smart Diesel. Injection Controls.

B. Temperature Standard thermocouple

C. Composition (discretion by type) e.g. NOx. See standard at VDO

5 available sensor array, wherein the recording element is placed in the hot gas stream and the electronics thereof removed. As a derived function of the measurement, the concentrations of O2 and peroxides can be measured with the same basic elements.

The sensor is built around the ceramic carrier for the diffuser. This is placed in the gas flow between combustion chamber and ceramic bearing. This bearing requires lubrication, in this case a controlled gas flow that (from tribology leather) uses a bag volume (say a kind of blind bowel buffer).

The gas pressure successively passes a passage between cylinder head material thickness, b) atomizer housing material thickness, c) diffuser and NOx (or other composition) measurement, ceramic bearing ring and d) bag volume. The ever-changing gas pressure ensures a vice versa gas flow large enough for lubrication of the bearing and charge change for the sensor and at the same time small enough not to cause a load with respect to the compression ratio. Note: this sensor is therefore not in direct contact with the flame font! See figures 13-15: The sensor diffuser 25, detail G and built-in composition sensor (NOx).

D. Density Available as a derivative function with piezo element. Can be measured quickly with chemilimuniscence technology (expensive). In laboratory conditions, this has already been achieved in Nijmegen and Eindhoven.

25 E Ionization Peroxide measurement, or Electron Spin Resonance Spectroscopy (ESR) (expensive), or "simply" to measure the ion current as e.g. for central heating boilers (cheap and reliable) F. Position Integrated in electronics G. (Rotation) speed Integrated in electronics 30 H. Conductivity μ8 measurement I. Field strength Field strength measurement between 2 metal objects J. Gradients K. Enzovoort 27 48. Overview of possible actuators that can be controlled in the manner described under 46 for: A. Heating 5 B. Valve control for the injection channels C. Electrostatic influence of the fuel flows D. Electrostatic influence v.d. gas streams E. Ignition mechanisms, e.g. laser pulse diode Diode placed centrally under injection nozzles and the control in the electronics processed via e.g. a so-called collimator through the central axis. These laser pulse diodes are available in various designs; however, for the energy density as required here, a permit is required. The temperature sensitivity for Laser diodes does not differ appreciably from "normal electronics", i.e. it also applies here that the electronic components determine application. We have opted for the use of a collimator, where the actual diode is placed in the integrated electronics and the bundle is led via the collimator to the combustion space where it is separated by a "thick" quartz crystal window which is suitable for this. See e.g. the measuring set-up at the KUN where laser-induced fluorescence technology is used and a similar method is followed. The window is sealed "cold" on a polished metal or ceramic surface, with the window mounted with a pre-stress. Contamination is a problem with malfunctioning injectors. We expect that the method proposed by us will have such a large effect that the pollution occurring due to the electrostatically influenced gas stream is sufficiently cleaned that the functionality will not be affected by it. It is known e.g. that the free radicals released in the combustion chamber have a "cleaning" effect on the window. To date, we still have insufficient endurance test experience in this application. However, it is evident that any problems of this kind that arise will be solved.

F. Control for catalysts G. Position control H. Enzovoort 28

Background to figures 8-10 A Recuperation; 5 For standard prime movers, roughly 60% of the latent energy present in the fuel is lost (wasted) due to inefficiency and heat losses in waste gases, cooling, etc. In continuous operation, roughly 35% to 60% of this recoverable after deduction of necessary conversion energy. This recuperation energy can be converted into production steam by means of heat pumps, which in turn: a) can be supplied directly to HICI as a moderator (energy transition) b) supplied to a steam generator for electricity production (energy transition) which is also necessary for the splitting process is.

C) are offered to the processes for recovery and decomposition (energy conversion) d) are fed into the (preferably dry) steam transport and / or directly into the (preferably dry) steam transport obtained from the splitting of H2O and CO2 in the (preferably dry) steam transport combustion chamber may be introduced or otherwise used. This flow of (dry) steam can therefore be regarded simultaneously and as a moderator and as a fuel (energy conversion and transition). 25 B Splitting: a) For the splitting of simply 2H2O into 2H2 + O2, several techniques are possible, of which electrolysis best known.

b) The splitting of CCfein C and O2IS, on the other hand, is a lot less easy 30 and there is currently no readily available technology for this. (Artificial) photosynthesis and catalytic techniques are being investigated in various places. It is not expected that these techniques will become available on an economic scale in the short term 29. As soon as this becomes the case, this split can be used for the addition to the process such as e.g. mentioned under A.d).

c) The 2H 2 and C obtained from the splitting process (s) can be converted into new fuels (eg transition from CO and H to methanol) in a relatively simple manner, but can also be supplied to the combustion process “directly” or via intermediate storage, which in fact created a modest cycle.

d) The energy required for splitting and conversion can also be obtained from 10 other sources. Think e.g. to solar energy. The conversion products must be stored in (modest) intermediate storage.

e) The transition substances obtained from the splitting and conversion can come directly from the source of the "own prime mover", or from any other source. CChen H2O from external sources must therefore be regarded as fuel and CO2 (globally) reducing moderator.

C Regulation:

a) The control over the process can be taken over by the HICI

20 control, because this is already provided for the supply side (sensors and actuators in connection with the power requirement required for the load). An additional control module for recovery (A) and split (B) is the logical consequence.

b) The manner in which preparation, splitting, recuperation, conversions, transitional conditioning and storage are controlled does not fall within the scope of this patent application, but the assembly as a whole or in separate parts thereof in combination with the described injection technique of rotational insertion of fuels, moderators, inhibitors and additives, d) The process can thus be regarded as a partly stochastic process 30, with which considerable energy savings, CO2 reduction and emission reductions at the source are achieved.

30

During acceleration v.d. prime mover is (almost) always an excess of fuel. Without exception, this translates to the use of standard injectors in an excess of emissions and in particular PM / soot.

When using the HICI system, compared to the use of standard injectors, less fuel is required in the 1st place for that acceleration and in the 2nd place this results in a considerable reduction in PM.

The extraction of CO2 from the gas stream is indicated in the CO2 extraction circuit, see figures 8 and 9.

10 Also attached is a process diagram (see figure 10) as applied at Gasunie for the production of Methanol. Natural gas (methane) and CO2 are processed into Methanol. For the installations where we are going to use pyrolysis techniques for either RDF or biomass processing, CO is derived from this process and in the above-mentioned scheme replaces the CO from the natural gas.

For stationary installations, we intend to use the CO2 as fertilizer for algae in a basin, which is then harvested and either fermented as aquatic green (ethanol) or pyrolysed into oil.

It will be clear that the above description has been included to illustrate the operation of preferred embodiments of the invention, and not to limit the scope of the invention. Starting from the above explanation, many variations will be evident to a person skilled in the art that falls within the spirit and scope of the present invention.

List of heating codes 1 Housing 2 Injection part 5 3 Central shaft 4 Supply pipe 5 Injection nozzle 6 Injector 7 Central cavity 10 8 Vane 9 Recess 10 Injector 11 Electrode 12 Fluid-tight connection 15 13 Control module 14 Incineration chamber 15 Charge 16 C02 extraction and / or storage 17 a H20 extraction and / or storage 20 18 other processes and / or storage 18 19 separation, conversion and storage 20 conversion and transition 21 fuel storage 22 storage of moderators 25 23 process control 24 Sensor module 25 Diffuser 26 Flue gas 27 CO2 30 28 Flue gas with CO2 29 absorption column 30 regeneration column 31 evaporator 32 32 02, N2, CH4 33 Cooker 34 CO2 separation 35 CO2, H2O, N2 5 36 CO2 37 CO, H2

38 CH 3 OH

39 Distillation 40 H2O 10 41 Synthesis 42 Heat 43 Reformer 44 CH4, H20 45 Compression 15 46 Incineration and expansion 47 Start of injection 48 Upper dead point 2001069

Claims (37)

1. Injection device for injecting fuel into a combustion chamber, the injection device comprising; - a housing (1) which is fixedly connected to the combustion chamber, - an injection part (2) which is rotatably connected to the housing (1) and which is drivable by means of an actuator to rotate relative to the housing (1) to a central shaft (3), - a supply line (4) which is in fluid communication with the combustion chamber to bring a fuel under pressure into the combustion chamber and which comprises a fluid-tight coupling (12) between the housing (1) and the injection part (2) ); 15. an injection nozzle (5) fixedly connected to the injection portion (2) and comprising an atomizer (6) with an atomizer opening which is in fluid communication with the supply line (4) for introducing the fuel into the combustion chamber, while the injection nozzle (5) rotates, the injection device further comprising at least one further supply line (4) for bringing a fluid under pressure into the combustion chamber. 2. Injection device according to claim 1, wherein the fluid comprises a further fuel. An injection device according to a preceding claim wherein the fluid comprises a moderator to moderate the combustion process. Injection device according to any preceding claim, wherein the actuator comprises a converter that converts the fluid or fuel under pressure into a driving force to rotate the injection part (2) relative to the housing (1). 2001069 5. Injection device according to any preceding claim, wherein the fluid-tight coupling (12) comprises a circumferential channel provided on the rotatable injection part (2) to provide a fluid connection between the housing (1) and the injection part (2), regardless of their mutual rotation position. Injection device according to any preceding claim, wherein the injection mouth (5) comprises: 10. blades (8) for swirling fluid in the combustion chamber, - a central cavity (7) around which the blades (8) are arranged, - and recesses ( 9) in the vanes (8), to circulate fluid in the combustion chamber along the injection mouth (5). 15 Injection device according to claim 6, wherein vanes (8) are provided with an atomizer (6) and the atomizers (6) lie in a plane substantially perpendicular to the central axis (3) and wherein atomizer openings are aligned around the fuel or injecting the fluid into the combustion chamber at an angle with the plane. Injection device according to a preceding claim, wherein supply lines (4) each open into a separate atomizer (6) so that the fuel and the fluid only mix in the combustion chamber. 25 An injection device according to a preceding claim wherein the injection part (2) comprises an electrode to electrostatically influence the fuel and / or the fluid to provide a better distribution in the combustion chamber. 30 The injection device of claim 9, wherein the electrode is provided at the supply line (4) to the injector (6) to electrostatically influence the fuel and / or fluid. Injection device according to claim 9, wherein the electrode (11) is provided at the central cavity (7) in the injection mouth (5) to electrostatically influence fuel and / or fluid present in the combustion chamber. An injection device according to a preceding claim, wherein the injection nozzle (5) comprises an electrically conductive layer for heating the fuel and / or the fluid. 10 An injection device according to any preceding claim, further comprising an ignition means for supplying energy and influencing the combustion process. The injection device of any preceding claim wherein the injection part (2) comprises catalytic layers to accelerate the combustion process. 15. Injection device according to a preceding claim, wherein the injection part (2) is provided with at least one sensor and wherein the injection part (2) and the housing (1) are provided with electromagnetic signal transmission means for transferring contactless information between the housing (1). ) and the injection part (2). The injection device of claim 15, wherein the sensor comprises a temperature sensor for measuring the temperature in the combustion chamber. 17. Injection device as claimed in claims 15-16, wherein the sensor comprises a pressure sensor for measuring the pressure in the combustion chamber. The injection device of claim 17, wherein the pressure sensor comprises a piezo element. 19. Injection device as claimed in claims 15-18, wherein the injection direction comprises a generator wherein connection terminals of the generator are provided on the injection part (2) to provide electrical energy on the injection part (2). 20. Injection device according to a preceding claim, wherein the injection mouth (5) comprises at least one exit surface from which fluid exits with an exit speed perpendicular to the exit surface and wherein the injection mouth (5) has a speed component in the exit surface greater than the exit speed. A combustion engine provided with an injection device according to a preceding claim. 15 The combustion engine of claim 21, wherein the combustion engine is an engine selected from the group; diesel engine, gasoline engine, gas engine, turbine. A combustion engine according to a claim 21-22, wherein the rotation of the injection part (2) is in the direction of the swirl in the combustion chamber. A method for injecting the fuel and / or fluid into a combustion chamber of a combustion engine according to claim 21, comprising one or more of the following steps; - rotating the injection part (2), - sequentially injecting different fuels into the combustion space during one combustion cycle, - measuring the temperature in the combustion space, 30. measuring the pressure in the combustion space, - measuring the NOx content, - injecting of a moderator to moderate the combustion process and / or to influence the temperature, - supplying ignition energy to the combustion space - electrostatically influencing the fluid in the combustion space. 25. Method according to claim 24, wherein the injection part (2) rotates before injection of the fuel in order to obtain an optimum temperature distribution for injection of the fuel. A method according to any preceding claim, wherein reacted gases are mixed with unreacted gases within a combustion chamber of the combustion engine to participate in the next combustion process within the combustion chamber. 27. Method according to a preceding claim, wherein the fuel is injected at such an angle with the central axis (3) that the fuel does not touch combustion chamber parts in order to reduce thermal load and erosion of the combustion chamber parts. 28. Method according to a preceding claim, wherein the fuel is injected with such pressure and the injection part (2) rotates at such a speed that agglomeration of fuel particles is prevented. 29. Method according to a preceding claim, wherein the injection part (2) rotates during the intake stroke to reduce the ignition delay. The method of any preceding claim, wherein the injection member (2) rotates during the operating stroke to prevent soot formation. The method of any preceding claim, wherein the injection member (2) rotates during the exhaust stroke to promote post-combustion. A method according to any preceding claim, wherein the injection part (2) is not driven during a part of the combustion cycle. 33. A method according to a preceding claim, wherein after initialization of the combustion the temperature in the combustion chamber is measured and is controlled by injecting a moderator to below a temperature level at which thermal NOx is formed. 34. Method according to a preceding claim, wherein per leakage cycle and per combustion chamber the leakage rate is controlled to eliminate mutual power differences between 10 combustion chambers. A method according to any preceding claim, wherein a needle closes the atomizer opening by centripetal normal force during rotation of the injection part (2). 15 36. Device provided with one or more of the characterizing measures described in the attached description and / or shown in the attached drawings. A method comprising one or more of the characterizing steps described in the accompanying description and / or shown in the accompanying drawings. -0Ό-0-0-0-0- 2001069