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WO2009070132A1 - Fumigation aqueuse pour systèmes de combustion - Google Patents

Fumigation aqueuse pour systèmes de combustion Download PDF

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Publication number
WO2009070132A1
WO2009070132A1 PCT/US2007/024373 US2007024373W WO2009070132A1 WO 2009070132 A1 WO2009070132 A1 WO 2009070132A1 US 2007024373 W US2007024373 W US 2007024373W WO 2009070132 A1 WO2009070132 A1 WO 2009070132A1
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WIPO (PCT)
Prior art keywords
water
fuel
combustion
water droplets
air intake
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Ceased
Application number
PCT/US2007/024373
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English (en)
Inventor
Brian S. Ahern
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Individual
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Priority to PCT/US2007/024373 priority Critical patent/WO2009070132A1/fr
Publication of WO2009070132A1 publication Critical patent/WO2009070132A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
    • F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B51/00—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines
    • F02B51/04—Other methods of operating engines involving pretreating of, or adding substances to, combustion air, fuel, or fuel-air mixture of the engines involving electricity or magnetism
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/0221—Details of the water supply system, e.g. pumps or arrangement of valves
    • F02M25/0224—Water treatment or cleaning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/022—Adding fuel and water emulsion, water or steam
    • F02M25/025—Adding water
    • F02M25/028—Adding water into the charge intakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M27/00—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like
    • F02M27/04—Apparatus for treating combustion-air, fuel, or fuel-air mixture, by catalysts, electric means, magnetism, rays, sound waves, or the like by electric means, ionisation, polarisation or magnetism
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • Compression Ignition is the formal name for diesel engine operation.
  • the history of compression ignition technology has generally lead to higher and higher injection pressure in within the fuel injector in order to enhance the mixing of diesel fuel and air in the cylinder.
  • Prior to 1980 nearly all injector systems operated at pressure below about 2,000 pounds per square inch (psi).
  • Today's systems can operate at pressures above 20,000 psi. These high pressure place severe demands on the fuel delivery system, but higher pressures allow for more fuel to be injected per unit time. As a result the injector may be opened and closed more than once during each compression cycle.
  • the high pressure thereby allows for some degree of shaping of the injected fuel by modulating the opening and closing sequence of the injector near Top Dead Center (TDC) of the compression cycle.
  • Diesel fuel cannot be injected too far from top dead center because thorough mixing of fuel and air prior to achieving maximum pressure leads to pre-ignition and detonation waves in the cylinder. Detonation is an undesirable reaction as shock waves are strong enough to damage the rings and piston crown. Therefore, the direct injection of diesel fuel must occur within a small number of crank angle degrees around TDC. At high speed this means that the time for fuel injection, droplet penetration, droplet evaporation, mixing with air, and finally deflagration type combustion must all occur in about one to two milliseconds.
  • the catalysts are electrostatically charged water droplets.
  • SI engines are diesel engines that can be instructively compared with Spark Ignited (SI) engines for the purposes of understanding the significance of this invention.
  • SI engines are limited to low compression ratios ( ⁇ 10:1) because the fuel is injected at the beginning of the compression stroke. The fuel has plenty of time to mix with air as the piston compresses the mixture over a period of 5 -8 milliseconds. Therefore mixing and time are not as critical for spark ignited engines. Gasoline will spontaneously combust at high temperatures and pressures and explodes long before the piston has moved up to top dead center (TDC) when the compression ratio gets above about 8: 1. This pre-ignition phenomenon leads to engine damage because pre-ignition invites shock waves rather than flame from progression.
  • TDC top dead center
  • CI engines typically operate between 16: 1 and 20: 1 compression ratios.
  • CI engines rely on igniting fuel droplets by thermal means. The fuel is qualified by a Cetane number, which is a measure of it flammability. Unlike gasoline CI engines benefit from fuels that ignite easily.
  • Gasoline and diesel fuels are nearly equal in energy concentration (42-44 MJoules/kg), but vary widely in their flammability.
  • Liquid hydrocarbon fuels are a mixture of molecules with different bonding configurations.
  • Gasoline consists of a distribution of molecular weight compounds with an average molecular content of eight carbon atoms and 18 hydrogen atoms per molecule.
  • the average composition for diesel fuel is about twice as big a molecule at 16 carbons and 34 hydrogen atoms per molecule.
  • Water has been employed in diesel combustion engines for decades. Water has been added in the form of steam aspirated into the air intake along with the charge of air. Water can also be directly injected into the cylinder as a high-pressure spray from a separate injection nozzle. Water has also been added as an emulsion and directly injected into the engine through a standard injector. All three approaches have resulted in a lowering of both NOx and soot in diesel exhaust. They have achieved these profiles as a result of an increase in the rate of reaction when water acts as a combustion catalyst. The term catalyst is an exact description of the process because water is imported into the combustion cylinder and allows for efficient combustion at reduced temperatures.
  • Quantum Energy Technologies Corp. performed hundreds of nano-emulsion test runs on a well-instrumented diesel engine prior to bankruptcy in 2003. Soot and NO x were reduced to a greater extent than with macro emulsions (Gunnerman, NV), but the reductions were not as significant as the supercritical experiments. A comparison of these three water/fuel studies on CI engines confirms that the optimum emission reductions occur with the finest distribution of water.
  • This invention describes a technology that allows for water to be better distributed than a normal water injection spray (also know as water fumigation). Electrons are added to liquid water and the electrons promote finer sized spray particles than other spray techniques. Furthermore, the excess electron population allows the water clusters to catalyze combustion reactions at a faster rate.
  • Water can be electrostatically charged in a variety of ways. That is, a container of water can have a non-equilibrium electron population such that there is an excess or dearth of electrons. In this disclosure the focus is on water with an excess number of electrons. Adding electrons to liquid water changes its chemical and physical properties. For example, a 20 ppb concentration of excess electrons in water doubles the viscosity (6) . The extra electrons reside in highly delocalized molecular orbitals that are bonding in character. Therefore, adding electrons to water stabilizes the basic structural units of water by adding to the net bonding.
  • Water is a unique liquid with a high specific heat that can absorb a large quantity of thermal energy per unit of temperature rise. This aspect of water enables lower temperatures in the cylinder by absorbing some of the peak energy release of the reactions. It is well known in combustion practice that NO x production is proportional to the temperature raised to the 5 th power (Zel'dovich Mechanism). This thermal energy absorption accounts for most of the NO x reductions commonly observed in water assisted combustion studies as the water reduces the peak temperatures in the cylinder.
  • Water in the form of icosahedral clusters containing 20 or 21 water molecules is the lowest energy geometric configuration. These clusters form and break apart at a rate of about one billion times per second, however once formed they survive for about 1,000 periods of large amplitude cluster vibrational modes. It is these large amplitude cluster modes that confer the catalytic action during combustion. Therefore, any process that can allow the water cluster lifetime to exceed the current nanosecond limit will benefit water-based catalysis.
  • the excess electrons that populate delocalized bonding orbitals around the surface of the 20- molecule clusters fulfill this criterion. The extra electrons allow the clusters to remain intact and extend the lifetime of the icosahdral water clusters' lifetime by several orders of magnitude. When the water clusters remain intact the catalytic activity is extended.
  • the electrostatic spray adds electrons to water via high voltage induction.
  • the spray units disperse the droplets with an air-assist. Additionally, the droplets self-divide by a process known as 'Coulomb Shattering', leading to a sharp reduction in water droplet size (7) . Very small water droplets result. The mean diameter of these charged water droplets is over a factor of five smaller than uncharged water droplets sprays.
  • the number of droplets increases by a factor of over 125 when the droplet diameter is so reduced. This size reduction by over two orders of magnitude means that the water-as-catalyst is more uniformly distributed in the combustion zone and more likely to affect combustion reactions.
  • Electron Catalyzed Combustion Catalysis has two main features;
  • Electrons would be disadvantageous to clean combustion if it caused the temperature of the reaction zone to rise. This happens when the electrons are added to the fuel and the combustion occurs close to the surface of each droplet as it evaporates. This is true because a 10 degree Kelvin rise in local temperature is sufficient to double the reaction rate in most thermally activated systems. Therefore the catalyst (electrons) must be well distributed with the temperature lowering medium (water) in order to conduct faster reactions without the concomitant rise in NOx production. Nitrogen Oxide Formation during Combustion
  • thermal- NO ⁇ shows a strong exponential dependence on temperature.
  • the contribution of thermal-NO to the total NO formation is small below 1,320 0 C (Gupta (11) ), but becomes very important above 1,400 0 C.
  • the peak flame or combustion temperatures are used as an indication of the importance of thermal-NO.
  • An easy way to think of NOx formation in this temperature range close to 1400 0 C is that the formation is proportional to the absolute temperature raised to the fifth power!
  • N0 ⁇ formation Other factors which also affect N0 ⁇ formation are fuel/air mixing processes (related to local levels of excess air), combustion intensity and pre-heating of the combustion air. Thermal-NO has also been shown to increase linearly with residence time.
  • Extracting electrons from fuel droplets decreases the net amount of antibonding. As a result the net bonding between the fuel molecules increases makes them more difficult to evaporate. This result in a net increase in bonding, making it requires more energy to break the bonds. Similarly, adding electrons populates the LUMO, which is bonding in character. This increase in the net bonding between fuel molecules effectively increases the boiling point of the liquid and increases it viscosity making it much harder to evaporate in the very short time allotted.
  • Air is largely composed of nitrogen and oxygen.
  • Nitrogen has a low attachment cross section for electrons, so the majority of the electrons attach to the O 2 molecules.
  • the electrons populate the lowest (energy) unoccupied molecular orbital available, which is a p- Dantibonding orbital. Population of this orbital makes the oxygen less stably bound and thus more reactive.
  • the increased reactivity enables the fuel to burn more quickly while the piston is near TDC. Consequently, more energetic molecules are available to be converted to shaft work.
  • Water is a low cost fluid that is readily available to be added to diesel fuel in quantities on the order of 10 - 50% of the fueling rate. Additionally, water is a superior solvent for other chemical species that would provide benefits to the combustion process. For example, urea can be dissolved in water and urea added to the exhaust has already been shown to reduce NO x . Additionally, other combustion enhancement compounds such as amyl nitrate etc. can be solubilized and fumigated along with the negatively charged water.
  • a method of increasing efficiency and reducing emissions of a compression ignition engine having a combustion chamber and a piston, an air intake passageway for introducing air into said combustion chamber during a stroke of the piston, a fuel injector, separate from said air intake passageway, for injecting fuel into the combustion chamber at the top of a compression stroke following the down stroke comprises introducing a fine spray of negatively charged water droplets into the combustion chamber during the down stroke of the piston, the fine spray water droplets having a negative charge density that is high enough to effectively produce an increase in engine efficiency.
  • the fine spray of negatively charged water droplets preferably have a negative charge density greater than 0.3 Coulombs/cubic meter and a mean diameter below 80 microns, and wherein the negatively charged water droplets have ethanol dissolved therein for freeze prevention while at the same time functioning as a strategically renewable energy source.
  • Figure 1 is a schematic of the Charged Water Fumigation - CI engine system.
  • the present invention intends to increase the efficiency of all existing and yet to be produced CI engines.
  • the retrofit market will have to face some issues that charged water presents.
  • Existing engines produce water and carbon dioxide in the combustion zone at high temperature and pressure. These vapors are admitted to the exhaust manifold where they are expelled. The high temperature of the gases generally prohibits re-condensation.
  • the air intake and cylinder will have an excess of water vapor after stopping the engine unless the source of water is terminated moments before shutting off the engine. Water vapor left on such surfaces has been shown to produce rapid corrosion and concomitant destruction of engines.
  • Freezing of the water source is another obvious issue for CWF. Freezing of the water source would prohibit CWF operation in cold environments. Fortunately, the addition of ethanol and other alcohols can minimize this freezing problem, while at the same time effectively combusting a good source of renewable hydrocarbon fuel. Fumigated alcohol is particularly attractive because the alcohol will be well mixed prior to the piston coming to TDC. This could further enhance the speed and cleanliness of CI combustion. This would translate into better BSFC and lower NOx and Pm for the same energy content.
  • CWF can be directly applied to burner in heating systems at any desired scale.
  • a home heating system firing on number 2 oil employs a simple fuel injector with multiple orifices. The fuel is sprayed into a firebox and is ignited by a spark plug.
  • Most home burner systems have a high firing rate owing to the need to keep the orifices rather large in diameter to avoid plugging. As a result the heat exchangers must transfer a lot of heat in a small space.
  • the heat exchangers are challenged by the build up of soot and unburned hydrocarbons on the metallic tubes.
  • the efficiency of heat transfer is inversely proportional to this insulating layer build up.
  • a modern burner/heat exchanger system is typically around 80% when new. However, this rate degrades with soot build up.
  • FIG. 1 is a schematic of a potential deployment of CWF in a CI engine.
  • the operation of a four stroke compression ignition engine is indicated in Figure 1.
  • the piston 5 is connected by a rod 7 to a crank shaft 8.
  • the crankshaft makes two full revolutions in the conventional four stroke operation of the engine.
  • Figure 1 includes a typical cylinder 1 and air intake port 2.
  • An electrostatic spray delivery device 10 is positioned within the air intake passageway in accordance with the invention.
  • Device 1 introduces a fine spray of negatively charged water droplets into air intake passageway 9 and is similar to devices in U.S. Patent Numbers 5,765,761 and 5,714,554, and which were sold by Electrostatic Spray Systems Corporation, Athens, Georgia.
  • the air intake manifold or passageway 9 and the back of the air intake valve 3 are coated with an electrically insulating layer to maximize the amount of electrons that enter the cylinder at the beginning of the air intake stroke.
  • An anti-corrosion coating is also added to prevent corrosion from excess water left in the engine between engine operations.
  • the air intake valve 3 is closed and piston 5 moves upward compressing the mixture of air and negatively charged water droplets. This compression causes the mixture to heat adiabatically to nearly 700 degrees Celsius. This heated mixture is sufficient to ignite fuel when it is supplied by the fuel injector 6.
  • the Piston 5 arrives at TDC with both valves 3 and 4 closed. Fuel is injected by fuel injector 6 into the densely compressed and heated mixture of air and negatively charged water droplets. The water droplets, as a result, have largely evaporated and the negatively charged water molecules are very well homogenized with the air molecules. Fuel is added from a high pressure reservoir through fuel injector 6. The fuel injector typically has multiple orifices to spray fuel droplets evenly throughout the reduced volume in the cylinder at TDC. Note that the fuel injector is completely separate from the air intake passageway as shown. The fuel is ignited by the action of the hot gases and electrons in the air/water mixture. The combustion reactions release heat adding an increase in pressure to the piston 5 causing it to move downwardly. This is known as the expansion stroke, or alternatively, as the power stroke. The piston 5 then reaches bottom dead center and the exhaust valve 4 opens.
  • the piston moves upwardly and pushes the spent reaction products out through the exhaust port.
  • each droplet It is desirable to have a high density of electrons on each droplet, because the electrons move to the outer surface of each droplet and cause the droplets to shatter into smaller droplets by Coulomb repulsion forces. In turn, the smaller droplets provide a greater total surface area of evaporation and mixing.
  • the number of droplets is most useful when they are well distributed in the cylinder. They tend to mix completely and stay away from each other due to Coulomb repulsion between negatively charged droplets.
  • the number of droplets increases by a factor of eight when the radius is reduced by a factor of 2. Therefore, the optimum operation employs the highest charge density achievable from the electrostatic spray delivery device 10.
  • the 1977 Mercedes Benz 240D was mounted on a chassis dynamometer and tied down with nylon straps.
  • the car engine is not grounded out as in the experiments conducted in 1997.
  • the cruise control was not operational, so the fuel linkage was clamped at a given setting. Diesel fuel delivery was adjusted by this linkage to add more or less fuel to each injection event, so clamping the linkage insures that the same amount of fuel was delivered for each cylinder event.
  • the car was running at 38 miles per hour with a dynamometer load of 15.6 Horsepower.
  • the fueling rate was determined by weighing the fuel in a plastic reservoir every 5.0 minutes.
  • the digital scale had a range of 10 Kilograms and an accuracy of 1 gram.
  • the fueling rate under these operating conditions was 405 grams + 5 grams every 5.0 minutes.
  • the variation in fueling rate, speed and load was less than 0.5% for a 1.5 hour observation period.
  • the fueling rate increased from 405 to 500 grams/5 minutes, because the increased speed equates with more combustion events per unit time. This is a 24% increase in fueling rate, but it is a 34% increase in the number of combustion events and an increased loading of 14%. Both of these factors suggest that the energy conversion of the fuel with charged water addition was significantly improved. It also suggests that the combustion was faster.
  • the NO x levels increased slightly, but the NOx levels are a strong function of the loading. The increased engine loading would have resulted in higher NO x levels.
  • the CO 2 levels increased and the CO levels decreased with the charged water addition. This was unexpected, since water addition generally leads to enhanced CO production.
  • the electron addition is clearly changing the reaction rates in the cylinder in a positive manner.
  • the car was shut off after several hours running on the charged water spray and the emissions probe was withdrawn from the tailpipe. It normally has a matte black finish that has the texture of felt with a typical depth of about 0.010" - 0.020". This matte black finish was no longer observed and a metallic sheen was instead observed. This qualitative observation suggests that the soot production has been reduced by an order of magnitude as compared to standard diesel operation. The soot production with the charged water spray had the same appearance as observed in the supercritical combustion experiments.
  • Diesel engines vary in size, but the average piston speed is remarkably constant. Additionally, the length of the stroke and piston diameters are also found to have similar dimensions for optimal efficiency. As such, larger engines have longer connecting rods that rotate slower and thus have more time for mixing and complete combustion. Therefore, truck and automobiles operate at the higher rpm are the most severely challenged. The benefits of increased reaction rates will be most valued in the smaller, high speed engines.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Water Supply & Treatment (AREA)
  • Chemical Kinetics & Catalysis (AREA)
  • Health & Medical Sciences (AREA)
  • Public Health (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Les moteurs à combustion interne souffrent de manière générale d'un temps insuffisant pour brûler complètement tout le carburant pendant un cycle donné. Par conséquent, tous les procédés permettant d'augmenter la vitesse et l'achèvement de la combustion sont les bienvenus. Un important excès d'électrons est admis dans la zone de combustion qui est attribuée à une pulvérisation de fines gouttelettes d'eau. Les fines gouttelettes chargées entrent par les soupapes d'admission d'air au début de la course d'admission. Les fines gouttelettes chargées sont bien mélangées avec la charge d'air avant l'injection de carburant et les électrons bien mélangés exercent une action catalytique. Des réactions de combustion catalysées par les électrons se produisent plus rapidement et à des températures plus basses. La température plus basse réduit le NOx et la combustion plus rapide augmente l'efficacité et réduit la formation de suie. Les avantages catalytiques de la fumigation aqueuse sont seulement observés une fois que la concentration en électrons dépasse une valeur seuil.
PCT/US2007/024373 2007-11-27 2007-11-27 Fumigation aqueuse pour systèmes de combustion Ceased WO2009070132A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/US2007/024373 WO2009070132A1 (fr) 2007-11-27 2007-11-27 Fumigation aqueuse pour systèmes de combustion

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Application Number Priority Date Filing Date Title
PCT/US2007/024373 WO2009070132A1 (fr) 2007-11-27 2007-11-27 Fumigation aqueuse pour systèmes de combustion

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WO2009070132A1 true WO2009070132A1 (fr) 2009-06-04

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019211529A1 (fr) * 2018-05-02 2019-11-07 Piccaluga, Pierre Injection de vapeur d'eau dans une combustion

Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3537829A (en) * 1966-05-24 1970-11-03 Hivag Handels Und Ind Verwaltu Device for reducing the content of carbon monoxide in the exhaust gases from an internal combustion engine
US5243950A (en) * 1992-12-07 1993-09-14 Gekko International, L.C. Apparatus for the treatment of gases in a positive crankcase ventilation system
US5255514A (en) * 1992-07-20 1993-10-26 Wentworth Fred Albert Jr Apparatus and method for improving the performance of a turbocharger-equipped engine
RU2002093C1 (ru) * 1992-04-14 1993-10-30 Zhalgasbekov Abzal Z Устройство дл присадки воды к топливовоздушной смеси двигател внутреннего сгорани
WO1995018919A1 (fr) * 1994-01-06 1995-07-13 Ionic Fuel Technology Ltd. Procede et appareil generant de la vapeur d'ions
WO1997044581A1 (fr) * 1996-12-09 1997-11-27 Hideaki Watase Appareil visant a ameliorer la combustion
US5992397A (en) * 1997-06-30 1999-11-30 Hideaki; Watase Combustion enhancing apparatus and method
FR2866071A1 (fr) * 2004-02-11 2005-08-12 Pierre Piccaluga Optimisation de la carburation des moteurs thermiques
US7320298B1 (en) * 2004-11-24 2008-01-22 Brian Steven Ahern Charged water fumigation for combustion systems

Patent Citations (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3537829A (en) * 1966-05-24 1970-11-03 Hivag Handels Und Ind Verwaltu Device for reducing the content of carbon monoxide in the exhaust gases from an internal combustion engine
RU2002093C1 (ru) * 1992-04-14 1993-10-30 Zhalgasbekov Abzal Z Устройство дл присадки воды к топливовоздушной смеси двигател внутреннего сгорани
US5255514A (en) * 1992-07-20 1993-10-26 Wentworth Fred Albert Jr Apparatus and method for improving the performance of a turbocharger-equipped engine
US5243950A (en) * 1992-12-07 1993-09-14 Gekko International, L.C. Apparatus for the treatment of gases in a positive crankcase ventilation system
WO1995018919A1 (fr) * 1994-01-06 1995-07-13 Ionic Fuel Technology Ltd. Procede et appareil generant de la vapeur d'ions
WO1997044581A1 (fr) * 1996-12-09 1997-11-27 Hideaki Watase Appareil visant a ameliorer la combustion
US5992397A (en) * 1997-06-30 1999-11-30 Hideaki; Watase Combustion enhancing apparatus and method
FR2866071A1 (fr) * 2004-02-11 2005-08-12 Pierre Piccaluga Optimisation de la carburation des moteurs thermiques
US7320298B1 (en) * 2004-11-24 2008-01-22 Brian Steven Ahern Charged water fumigation for combustion systems

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2019211529A1 (fr) * 2018-05-02 2019-11-07 Piccaluga, Pierre Injection de vapeur d'eau dans une combustion

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