U.S. patent application number 15/504689 was filed with the patent office on 2017-09-14 for enhanced fuel and method of producing enhanced fuel for operating internal combustion engine.
The applicant listed for this patent is AVOCET INFINITE PLC, AVOCET SOLUTIONS INC.. Invention is credited to James Robert Jennings, Glyn David SHORT.
Application Number | 20170260466 15/504689 |
Document ID | / |
Family ID | 54106300 |
Filed Date | 2017-09-14 |
United States Patent
Application |
20170260466 |
Kind Code |
A1 |
Jennings; James Robert ; et
al. |
September 14, 2017 |
ENHANCED FUEL AND METHOD OF PRODUCING ENHANCED FUEL FOR OPERATING
INTERNAL COMBUSTION ENGINE
Abstract
An enhanced fuel, a method of producing such enhanced fuel, and
method of using such enhanced fuel for operating internal
combustion engine. The fuel includes a mixture of at least one
alcohol, water and ammonium nitrate (AN) as a cetane enhancer. The
water is included in a quantity which renders the ammonium nitrate
dissolved in the at least one alcohol. The fuel further contains
dimethylether as an ignition-improver additive, at least one
lubricity agent and at least one anti-corrosion agent.
Inventors: |
Jennings; James Robert;
(Yarm, North Yorkshire, GB) ; SHORT; Glyn David;
(Hockessin, DE) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
AVOCET SOLUTIONS INC.
AVOCET INFINITE PLC |
Hockessin
Berwick upon Tweed |
DE |
US
GB |
|
|
Family ID: |
54106300 |
Appl. No.: |
15/504689 |
Filed: |
August 16, 2015 |
PCT Filed: |
August 16, 2015 |
PCT NO: |
PCT/EP2015/025059 |
371 Date: |
February 17, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
C10L 1/00 20130101; C10L
2200/0295 20130101; C10L 1/02 20130101; F23K 2300/103 20200501;
C10L 1/14 20130101; C10L 2230/08 20130101; C10L 2270/023 20130101;
C10L 2270/026 20130101; C10L 1/125 20130101; F02M 25/025 20130101;
C10L 2290/146 20130101; C10L 2290/14 20130101; C10L 2290/24
20130101; C10L 1/1266 20130101; C10L 1/10 20130101; C10L 2200/0254
20130101; F23K 5/10 20130101; C10L 1/026 20130101; C10L 10/04
20130101; C10L 10/08 20130101; C10L 2200/029 20130101; C10L 1/23
20130101; C10L 1/12 20130101; C10L 1/023 20130101; C10L 2200/0259
20130101; C10L 1/143 20130101; C10L 1/1852 20130101; C10L 10/12
20130101; F02M 25/0224 20130101 |
International
Class: |
C10L 1/02 20060101
C10L001/02; C10L 1/14 20060101 C10L001/14; F23K 5/10 20060101
F23K005/10; C10L 10/08 20060101 C10L010/08; C10L 10/04 20060101
C10L010/04; C10L 1/12 20060101 C10L001/12; C10L 10/12 20060101
C10L010/12 |
Foreign Application Data
Date |
Code |
Application Number |
Aug 17, 2014 |
GB |
1414581.7 |
Aug 17, 2014 |
GB |
1414582.5 |
Claims
1. A fuel for use in internal combustion engines, wherein the fuel
includes a mixture of at least one alcohol, water and ammonium
nitrate (AN) as a cetane enhancer, wherein water is included in a
quantity which renders the ammonium nitrate dissolved in the at
least one alcohol, wherein the at least one alcohol includes
methanol.
2. The fuel as claimed in claim 1, wherein the AN and water
solution is mixed in alcohol to allow the AN/alcohol ratio in be in
a range of 0.5% to 20% by weight with respect tot he aclohol,
wherein the AN is included in a concentration having a range of 1%
to 5% by weight with respect to the alcohol.
3-5. (canceled)
6. The fuel as claimed in claim 1, the fuel further contains
polyethylene glycol dinitrate (PEGDN), wherein the PEGDN is
included in a concentration in a range of 5% to 10% by weight with
respect to alcohol.
7. (canceled)
8. The fuel as claimed in claim 1, wherein the fuel further
contains at least one ignition-improver additive, at least one
lubricity agent and at least one anti-corrosion agent, wherein the
ignition-improver additive is at least one of dimethylether (DME),
diethyl ether or methyl ethyl ether, wherein the DME is included in
a concentration in a range of 0.1% to 3% by weight with respect to
the alcohol.
9-11. (canceled)
12. The fuel as claimed in claim 8, wherein the lubricity agent is
at least one of polyethylene glycol, synthetic esters, and fatty
acids, wherein the anti-corrosion agent contains organic
amines.
13. (canceled)
14. A method of producing a fuel, wherein the method includes: (i)
Mixing at least one alcohol, dimethylether (DME) and Ammonium
Nitrate (AN); and (ii) During mixing in (i), adding water in a
quantity which renders the AN dissolved in the at least one
alcohol, wherein the at least one alcohol includes methanol.
15. (canceled)
16. The method as claimed in claims 14, wherein the AN is included
in a concentration having a range of 0.5% to 10% by weight with
respect to the alcohol, wherein the AN in included in a
concentration having a range of 1% to 5% by weight with respect to
the alcohol.
17. (canceled)
18. The method as claimed in claim 14, wherein the DME is included
in a concentration in a range of 0.1% to 5% by weight with respect
to the alcohol, wherein the DME is included in a concentration in a
range of 0.1% to 3% by weight with respect to the alcohol.
19. (canceled)
20. The method as claimed in claim 14, further includes adding at
least one lubricity agent and at least one anti-corrosion agent,
wherein the anti-corrosion agent includes organic amines.
21. The method as claimed in claim 20, wherein the lubricity agent
is at least one of polyethylene glycol, synthetic esters, and fatty
acids.
22. (canceled)
23. The method as claimed in claim 20, further includes adding
polyethylene glycol dinitrate (PEGDN), wherein the PEGDN is
included in a concentration in a range of 5% to 10% by weight with
respect to alcohol.
24. (canceled)
25. A method of using a fuel for operating an internal combustion
engine, wherein the combustion engine including one or more
combustion chambers having reciprocating and/or rotating elements
therein which are operable to generate mechanical work from the
engine, and an injection arrangement for injecting fuel into the
one or more combustion chambers, wherein the method includes: (a)
operating the injection arrangement to inject an alcohol-based fuel
into the one or more combustion chambers, and wherein there is
injected in combination with the alcohol-based fuel at least one
ignition-improver.
26. The method as claimed in claim 25, further includes pre-mixing
the alcohol-based fuel and the at least one ignition-improver using
a pre-mixing arrangement.
27. The method as claimed in claim 25, further includes injecting
the pre-mixed alcohol-based fuel and at least one ignition-improver
as aqueous solution into one or more engine cylinders by a common
injector.
28. The method as claimed in claim 25, further includes injecting
the alcohol-based fuel and the at least one ignition-improver into
one or more engine cylinders by separate injectors.
29. The method as claimed in claim 25, further includes controlling
an amount of the at least one ignition-improver injected into the
one or more combustion chambers relative to an amount of
alcohol-based fuel injected therein by using a control
arrangement.
30. The method as claimed in claim 25, wherein the controlling of
the amount of the at least one ignition-improver is based on one or
more measured parameters associated with the combustion engine.
31. The method as claimed in claim 25, wherein the alcohol-based
fuel contains at least one alcohol, water, at least one lubricity
agent and at least one anti-corrosion agent, wherein the
anti-corrosion agent contains organic amines.
32. The method as claimed in claim 31, wherein the lubricity agent
is at least one of polyethylene glycol, synthetic esters, and fatty
acids.
33. (canceled)
34. The method as claimed in claim 25, wherein the
ignition-improver is at least one of: Dimethylether (DME), diethyl
ether, methyl ethyl ether, Ammonium Nitrate (AN), PEG-nitrate,
octyl nitrate, hydrazine, and hydroxylamine nitrate.
Description
TECHNICAL FIELD
[0001] The present disclosure relates to enhanced fuels suitable
for use in internal combustion engines. Moreover, the present
disclosure is also concerned with methods of producing such
enhanced fuels. Furthermore, the present disclosure is also
concerned with a method of using such fuel for operating an
internal combustion engine.
BACKGROUND
[0002] The use of combustible hydrocarbon fuels in combustion
systems, such as internal combustion engines, is well known.
Typically, combustible hydrocarbon fuels includes, petrol fuel
(gasoline) or diesel fuel, which are oxidized by air to generate
hot gases that are used to generate mechanical power, for example
for vehicles powered by spark-ignition engines or
compression-ignition engines. However, such combustion in air
generates as by-products carbonaceous soot particles and Nitrogen
oxides (NOx). Several innovations have been devised in recent years
to reduce and/or filter such soot particles and Nitrogen oxides
(NOx) in exhaust gases generated in operation from combustion
systems.
[0003] Generally, such combustion fuels are derived, namely
manufactured, from geological fossil reserves. Further, such fossil
reserves are of finite capacity and are being gradually exhausted,
as the present World consumption of oil and gas is in an order of
100 million barrels of oil equivalent per annum. More recently,
there is a growing interest in biofuels derived from contemporary
biota, and therefore potentially more sustainable. The use of
biofuel as a motor fuel has been already studied in detail since
the 20th Century. Biofuels, in contradistinction to conventional
fossil-reserve-derived fuels, are used as a motor fuel, or an
addition to basic fossil-reserve-derived fuel, in many countries,
such as Brazil, Germany, Sweden and USA [1]. Technologies have been
developed for producing motor fuels including plain ethanol, as
well as its blends with regular gasoline and diesel fuel to be used
in internal combustion engines. Significant innovations relating to
alternative fuels are described in published patent documents
WO2009/106647, U.S. Pat. No. 5,628,805 and DE10339355.
[0004] Further, in a European patent document EPO1 1 6197B1
(proprietor: AECI Ltd.; inventor Stiff), there is described a fuel
additive comprising a mixture of a first component A, and second
component B, wherein the first component A is at least one alcohol
with a molecular weight of less than 160, and wherein the second
component B is at least one organic compound of the formula:
NO.sub.2--O--(CH.sub.2CH.sub.2--O--)x-NO.sub.2 Eq. 1
wherein x is an integer greater than 3, and wherein the average
molecular weight of at least one compound of the formula described
in Equation 1 (Eq. 1) is in a range of 260 to about 390, with a
proviso that no other compounds of formula described in Equation 1
are present.
[0005] Optionally, the fuel additive is added to a fuel such as
ethanol and/or methanol to provide a mixture which can be combusted
in combustion engines, for example in cylinder-based internal
combustion engines. The additive is capable of improving fuel
ignition in cylinder-based internal combustion engines, for example
at lower temperatures when such engines are started and their
respective engine blocks are cold.
[0006] Over recent years, many different fuel additives have been
developed. An example of a contemporary fuel additive is known as
"Avocet", "Avocef is a trademark.
[0007] In the mid-1980's, a South African chemicals group, AECI,
introduced a "green innovation" in the area of fuels, namely
"Encetal"; "Enceta\" is a trademark. Encetal was developed for
purposes of seeking to increase a local consumption of methanol
produced from local coal feedstock, which could be used as an
alternative to imported oil for fuels.
[0008] "Encetal, the name of the fuel mixture of Methanol and
Avocet, burns cleanly, producing low amounts of pollutant gases
(Nitrous Oxide and Carbon Monoxide) and particulates in a vehicle's
exhaust. Moreover, Avocet is an ignition improver to allow methanol
fuel to be used in diesel engines, requiring a minimum of engine
modifications to accommodate its use.
[0009] Avocet has been employed in several tests using alcohols as
biofuels, to substitute for fossil-reserve-derived diesel fuel in
private and public transportation vehicles. In the mid-1990s,
ethanol containing Avocet at a concentration in a range of 2% to
10% by volume as an ignition enhancer was tested in a small
controlled group of public transport vehicles [1]. Theory predicts
a significantly higher volume consumption of ethanol, in comparison
to diesel fuel, but the exact higher volume has to be calculated
for each case, since it depends on the specific characteristics of
the vehicle (e.g. operating temperature) and the detailed
composition of the fuel itself. It was found from the tests that
the use of ethanol-Avocet fuel consumed 84% more per volume, which
both negatively compensated for an initial economic argument as
well as presented a new significant logistic challenge of
transporting 84% more fuel by volume.
[0010] Moreover, the use of alcohols in existing diesel engines
also requires some modifications to be made to engine components to
prevent chemical degradation due to exposure to alcohols. Further
improvements in engine operation, temperature and catalysts are
needed in preparation for the use of ethanol and other alcohols as
a replacement for diesel fuel. As far as economic arguments are
concerned, a reduction in the use of Avocet, which represents a
significant proportion of the costs, potentially makes combustion
systems cheaper, namely potentially sufficiently cheaper to
compensate for the comparative ratio Alcohol/diesel; as above,
ethanol is taken as the reference, ethanol/diesel=1.84.
[0011] An initial economic argument for using the Avocet-enhanced
methanol fuel as a diesel replacement was based on an average 25%
cost savings when comparing the same volume of methanol to diesel
fuel. Meanwhile, environmental arguments pointed out less
particulate emissions and less smokiness of such Avocet-enhanced
methanol fuel. However, in the early 1990's, the use of Avocet as
an ignition improver or as a fuel enhancer was been deemed
impracticable and/or too expensive for regular automobiles and
other road vehicles by the parent company ICI-UK (Imperial Chemical
Industries UK was the holding company of the group that owned
AECI). This conclusion was reached, in part, due to the lack of
commercial drive for environmentally friendly fuels, when the
additive has been introduced in the early 1980s.
[0012] Although the composition of Avocet is proprietary, and may
have varied over time, the composition of the original Avocet
additive includes following components as provided in Table 1:
TABLE-US-00001 TABLE 1 Original Avocet composition Component part
Percentage composition PEG (PolyEthyleneGlycol) dinitrate Circa 75%
to 90% Methanol Circa 10% to 25% Lubricity additive 1.5%
Antioxidant 0.1%
[0013] However, as aforementioned, Avocet is prohibitively
expensive for use in many contemporary combustion systems, which
has unfortunately limited its general use.
[0014] Further, additives are also employed in exhaust systems of
vehicles, for example for reducing emissions of NOx components in
exhaust gases emitted from exhaust systems associated with internal
combustion engines. A well-known contemporary additive for this
purpose of reducing NOx emissions is "AdBlue", which is the
registered trademark for AUS32, or Aqueous Urea Solution 32.5% that
is used with the Selective Catalytic Reduction system (SCR) to
reduce emissions of oxides of Nitrogen from the exhaust of UK
diesel vehicles. AdBlue is a 32.5% solution of high-purity urea in
de-mineralized water that is clear, non-toxic and safe to handle.
It is non-explosive, non-flammable, nor harmful to the environment.
AdBlue is classified under a minimum risk category of transportable
fluids. However, Adblue is not a fuel, nor a fuel additive, and
needs to be supplied from a dedicated tank in heavy-duty vehicles,
for example trucks and buses. The dedicated tank is replenished
with
[0015] AdBlue in a similar manner to refueling diesel into
heavy-duty vehicles.
[0016] However, as aforementioned, Avocet is a fuel additive and is
prohibitively expensive for use in many contemporary combustion
systems, which has unfortunately limited its general use.
Therefore, there is a need for alternative additives which, when
added to fuel, are able to enhance combustion properties of the
fuel.
[0017] In an example, a patent document WO2012021 64A1 discloses
use of additives in conjunction with diesel fuel. The document
mentions Ammonium Nitrate (AN) as an example of compounds to be
potentially used as an additive to diesel. In this case, AN is
described as being emulsified in diesel. However, such emulsified
fuels may be unstable in a range of temperature conditions in which
the engine may need to operate, and hence such a fuel may be
considered to be unreliable in particular operating conditions.
Further, there is no mention of its use as a cetane enhancement of
employed AN in methanol.
[0018] Further, currently accepted knowledge is that an additive
based in PEG dinitrate is the only proven ignition improver for
alcohols. In such instance, an alcohol based fuel may possibly use
PEG dinitrate as the ignition improver. Accordingly, there arises a
need to appropriately use such alcohol based fuel (having PEG
dinitrate as ignition improver), and any improvement in combustion
engines which are operable to burn such alcohol based fuel.
[0019] Therefore, in light of the foregoing discussion, there
exists a need to overcome the aforementioned drawbacks of
conventional fuels (particularly alcohol based fuels) and their
use.
SUMMARY
[0020] The present disclosure seeks to provide an enhanced fuel for
use in internal combustion engines, for example the enhanced fuel
which is based upon methanol.
[0021] Also, the present disclosure seeks to provide additives for
fuels, which, when added to the fuels, is capable of enhancing the
fuels.
[0022] Further, the present disclosure also seeks to provide a
method of producing such enhanced fuel.
[0023] Moreover, the present disclosure also seeks to provide a
method of using such enhanced fuel for operating internal
combustion engine.
[0024] According to an aspect, there is provided a fuel for use in
internal combustion engines, wherein the fuel includes a mixture of
at least one alcohol, water and ammonium nitrate (AN) as a cetane
enhancer. The water is included in a quantity which renders the
ammonium nitrate dissolved in the at least one alcohol, wherein the
at least one alcohol includes methanol.
[0025] Optionally, the AN and water solution is mixed in alcohol to
allow the AN/alcohol ratio in be in a range of 0.5% to 20% by
weight with respect to the alcohol, wherein the AN is included in a
concentration having a range of 1% to 5% by weight with respect to
the alcohol.
[0026] Optionally, the fuel further contains polyethylene glycol
dinitrate (PEGDN), wherein the PEGDN is included in a concentration
in a range of 5% to 10% by weight with respect to alcohol.
[0027] Optionally, the fuel further contains at least one
ignition-improver additive, at least one lubricity agent and at
least one anti-corrosion agent, wherein the ignition-improver
additive is at least one of dimethylether (DME), diethyl ether or
methyl ethyl ether, wherein the DME is included in a concentration
in a range of 0.1% to 3% by weight with respect to the alcohol.
[0028] Optionally, the lubricity agent is at least one of
polyethylene glycol, synthetic esters, and fatty acids, wherein the
anti-corrosion agent contains organic amines.
[0029] According to another aspect, there is provided a method of
producing a fuel, wherein the method includes:
[0030] (i) Mixing at least one alcohol, dimethylether (DME) and
Ammonium Nitrate (AN); and [0031] (ii) During mixing in (i), adding
water in a quantity which renders the AN dissolved in the at least
one alcohol, [0032] wherein the at least one alcohol includes
methanol.
[0033] Optionally, the method further includes adding at least one
lubricity agent and at least one anti-corrosion agent.
[0034] Optionally, the method further includes adding polyethylene
glycol dinitrate (PEGDN).
[0035] According to yet another aspect, there is provided a method
of using a fuel for operating an internal combustion engine,
wherein the combustion engine including one or more combustion
chambers having reciprocating and/or rotating elements therein
which are operable to generate mechanical work from the engine, and
an injection arrangement for injecting fuel into the one or more
combustion chambers, wherein the method includes: [0036] (a)
operating the injection arrangement to inject an alcohol -based
fuel into the one or more combustion chambers, and wherein there is
injected in combination with the alcohol-based fuel at least one
ignition-improver.
[0037] Optionally, the method further includes pre-mixing the
alcohol-based fuel and the at least one ignition-improver using a
pre-mixing arrangement.
[0038] Optionally, the method further includes injecting the
pre-mixed alcohol-based fuel and at least one ignition-improver as
aqueous solution into one or more engine cylinders by a common
injector.
[0039] Optionally, the method further includes injecting the
alcohol-based fuel and the at least one ignition-improver into one
or more engine cylinders by separate injectors.
[0040] Optionally, the method further includes controlling an
amount of the at least one ignition-improver injected into the one
or more combustion chambers relative to an amount of alcohol-based
fuel injected therein by using a control arrangement.
[0041] More optionally, the controlling of the amount of the at
least one ignition-improver is based on one or more measured
parameters associated with the combustion engine.
[0042] Optionally, the alcohol-based fuel contains at least one
alcohol, water, at least one lubricity agent and at least one
anti-corrosion agent, wherein the anti-corrosion agent contains
organic amines.
[0043] Optionally, the ignition-improver is at least one of:
Dimethylether (DME), diethyl ether, methyl ethyl ether, Ammonium
Nitrate (AN), PEG-nitrate, octyl nitrate, hydrazine, and
hydroxylamine nitrate.
[0044] The present disclosure relates to an enhanced fuel, a method
of producing such enhanced fuel, and method of using such enhanced
fuel for operating internal combustion engine. Specifically, the
present disclosure relates to fuels, for example to hydrocarbon
fuels which are useable as a replacement for conventional diesel
fuel and petrol fuels. The fuel is of advantage is that an addition
of water renders Ammonium Nitrate co-soluble in at least one
alcohol, for example methanol, thereby providing a solution which
is stable in storage, and also useable directly as a substitute for
fuels such as diesel, petrol, kerosene and other heavy fuel oils.
Further, addition of water keeps the engine cool, on account of the
high latent heat of evaporation of water, thereby decreasing the
need for cooling systems. Furthermore, the fuel of the present
disclosure is economical to manufacture and results in a clean burn
reaction within combustion engines. For example, all fuel
components are inexpensive and widely available, which enables
large scale production for allowing easy adaptation in the market
and efficient distribution. Moreover, the fuel is capable of being
employed as a substitute fuel in various types of engine systems,
although ratios of its constituent components are optionally varied
depending upon intended uses.
[0045] It will be appreciated that features of the disclosure are
susceptible to being combined in various combinations without
departing from the scope of the disclosure as defined by the
appended claims.
DESCRIPTION OF THE DIAGRAMS
[0046] Embodiments of the present disclosure will now be described,
by way of example only, with reference to the following diagrams
wherein:
[0047] FIG. 1 is a graphical illustration of an enhanced fuel, in
accordance with an embodiment of the present disclosure;
[0048] FIG. 2 is a graphical illustration of an enhanced fuel, in
accordance with another embodiment of the present disclosure;
[0049] FIG. 3 is an illustration of a method of producing an
enhanced fuel, in accordance with an embodiment of the present
disclosure;
[0050] FIG. 4 is an illustration of components of a enhanced fuel
applied to a spark-ignited engine, in accordance with an embodiment
of the present disclosure; and
[0051] FIG. 5 is an illustration of components of a enhanced fuel
applied to a compression-ignition engine, in accordance with an
embodiment of the present disclosure.
[0052] In the accompanying diagrams, when a number is
non-underlined and accompanied by an associated arrow or lead line,
the non-underlined number is used to identify a general item at
which the arrow or lead line is pointing.
DESCRIPTION OF EMBODIMENTS OF THE DISCLOSURE
[0053] In overview, the present disclosure is concerned with an
enhanced fuel which is based upon an alcohol, for example ethanol
and/or methanol, which is economical in use, and which can be used
as a diesel fuel substitute, with only minor changes being
necessary to an internal combustion engine which is configured to
operate from conventional diesel fuel.
[0054] The environmental benefits of using an alcohol, as a
replacement for diesel fuel, have been well established in
prior-art, since a combustion system employing such alcohol as a
fuel produces lower amounts of pollutant gases and particulates in
a vehicle's exhaust in comparison to fuels such as petrol and
diesel fuel. Moreover, in recent years, governments and society in
general have been increasingly applying pressure on companies to
adopt more environmentally friendly alternatives. Therefore, as the
intrinsic environmental benefits of using alcohols as a running
fuel of contemporary vehicles are well-accepted and understood, it
is clear from the foregoing that improving the economic efficiency
of the use of alcohols as alternative fuels is a key problem to be
resolved.
[0055] In the present disclosure, there is proposed an alternative
additive as a substitute for Avocet additive that allows alcohols
to be used in existing compression ignition engines.
[0056] Ammonium Nitrate is known to be an explosive material.
Moreover, Ammonium Nitrate has been hitherto perceived to be
unsuitable for use as an additive, because it is not soluble in
alcohols, for example methanol. However, pursuant to embodiments of
the present disclosure, Ammonium nitrate (AN) has a significant
potential as a cetane enhancer for alcohols, such as methanol. The
cetane enhancement capability effectively allows AN to be used as
an ignition improver for such alcohol fuels. Ammonium Nitrate is,
for example, manufactured in large quantities, for example for use
in agriculture to replenish soil after crops have been grown which
have a high fixed nitrogen requirement, for example grain crops,
beans and so forth.
[0057] In respect of the use of ammonium nitrate (AN) as additive
for methanol, Ammonium nitrate (AN) has a significant potential as
a cetane enhancer for alcohols such as methanol, as aforementioned.
The cetane enhancement capability effectively allows AN to be used
as an ignition improver for such alcohol fuels, which allows these
fuels to be used as direct replacement for known convention
combustible fuels.
[0058] Disclosed an embodiment of the present disclosure in which
AN is employed as an ignition improver/cetane enhancement for
methanol, or another alcohol. AN is not very soluble in methanol
for example, but both methanol and AN are soluble in water.
Therefore, there is disclosed a fuel including a mixture of an
alcohol, for example ethanol and/or methanol, AN and water, as
shown in FIG. 1. Such a fuel is beneficially manufactured from a
method including: [0059] (i) Mixing methanol and AN to the desired
concentration, for example in a range of 0.5% to 10% AN relative to
methanol; and [0060] (ii) During mixing in (i), adding enough water
so that AN becomes dissolvable in the methanol water mix.
[0061] In step (i) of the method, the range in which AN needs to be
added is defined by a ratio N/C (namely, Nitrogen to Carbon),
wherein Nitrogen atoms come from the AN additive and Carbon atoms,
mostly, comes from the fuel, for example methanol.
[0062] In an example, the AN is included in a concentration having
a range of 1% to 5% by weight with respect to the alcohol. Further,
the AN and water solution is mixed in alcohol to allow the
AN/alcohol ratio in be in a range of 0.5% to 20% by weight with
respect to the alcohol.
[0063] In step (ii) of the method, water needs to be added to an
extent that solubilises the required amount of AN, namely:
Enhanced fuel=Methanol+water+AN Eq. 2
[0064] The enhanced fuel (or mixture) of water, AN and methanol is
of advantage in that it can be easily stored over a long-term
period without separating out into individual components parts, and
does not form an emulsion and does not need to be emulsified. The
enhance fuel pursuant to Equation 2 (Eq. 2) only contains fully
soluble compounds and, thus, is considered to be more stable and
more reliable in operating conditions. The enhanced fuel pursuant
to Equation 2 (Eq. 2) is considerably cheaper than known diesel
fuel substitutes based on methanol, for example employing Avocet,
and also is very clean when burnt in an internal combustion engine,
for example very low soot production and low NOx production.
Moreover, the enhanced fuel pursuant to Equation 2 (Eq. 2)
potentially avoids a need to employ Adblue in the exhaust systems
of vehicles.
[0065] Methanol can be generated from a variety of sources, for
example fermenting biological waste, biota material, algea culture,
processing wood by-products, fossil fuel reserves, coal, coal
liquefaction, hydrates and so forth; mutatis mutandis ethanol is
similarly derivable.
[0066] Embodiments of the present disclosure are concerned with an
introduction of a new additive which increases the efficiency of a
given fuel, for example methanol-based fuel, by acting as a cetane
enhancer. The new additive provides at least one of following
benefits: [0067] (a) the new additive allows methanol to act a
direct replacement for diesel fuel; [0068] (b) the new additive in
solution is non-explosive, and thus less hazardous in than, for
example, octyl nitrate; and [0069] (c) the new additive has a
potential for application in petrol engines.
[0070] "Cetane" is a measure of an ignition quality of a diesel
fuel. The higher the cetane measure of a given diesel fuel, the
easier it is to start a standard (direct injection) diesel engine
using the given diesel fuel. The cetane measure is defined by a
percentage, by volume, of cetane, with a chemical name
"hexadecane"`, in a combustion mixture, containing cetane and
1-methylnaphthalene, whose ignition characteristics match those of
a given diesel fuel being tested. Comparisons with other additives
and fuels can be made by way of "equivalent cetane measure", for
example as employed when describing embodiments of the present
disclosure.
[0071] Benefits of the enhanced fuel in Equation 2 (Eq. 2) include:
[0072] (a) The method allows Ammonium Nitrate to be used as an
ignition improver to methanol or similar alcohols, in turn allowing
the fuel to be used in existing diesel engines with minimum
modifications; [0073] (b) The addition of water keeps an engine
burning the fuel of Equation 2 (Eq. 2) cool (due to a high latent
heat of water), thereby decreasing a need for cooling systems, thus
making the vehicle more energy efficient; [0074] (c) Lower
particulate emission from engines burning the enhanced fuel of
Equation 2, namely lower particulate emission than achievable by
employing other methods, for example sing exhaust filters, using
Adblue spraying in exhaust systems and so forth; (d)
Environmentally friendly, since the N-groups in AN are released as
N2 gas at the end of a burn cycle in a combustion engine; [0075]
(e) The enhanced fuel of Equation 2 (Eq. 2) results in a
significant reduction in cost in comparison to PEG-dinitrate-based
additives, namely AN cost approximately less than 1/10th of Avocet
additives; and [0076] (f) Cooler engine operation consequent upon
the introduction of water results in lower NOx formation. Since NOx
is the precursor of tropospheric ozone pollution, the reduction in
NOx constitutes a significant environmental benefit.
[0077] In an example, systems and methods may be disclosed for the
use of an aqueous solution of ammonium nitrate (AN) as an ignition
improver directly injected into the engine cylinder, which will be
explained in greater detail herein later. For example, the systems
and methods may include tanks fitted to contain an aqueous solution
of urea as the tanks to contain the AN solution prior to
injection.
[0078] According to another aspect, the enhanced fuel, as disclosed
above with the help of the FIG. 1 and Equation 2 (Eq. 2), can also
include other components that collectively form additive for the
fuel.
[0079] In an example, the fuel further includes an
ignition-improver additive, preferably, dimethylether (DME).
Specifically, the fuel includes DME in addition to the components
of the fuel disclosed in FIG. 1. In such instance, ammonium nitrate
(AN) acts cetane enhancer additive, which is an alternative
additive as a substitute for Avocet additives that allows alcohols
to be used as an improved fuel in existing compression-ignition
engines. Optionally, the fuel can further include other cetane
enhancer, such as hydrazine, hydroxylamine nitrates, octyl nitrate
having similar technical benefits, although their cost is greater
than that of AN.
[0080] Dimethylether (DME) and other compounds with relatively high
vapour pressures, including low-boiling point ethers, namely
diethyl ether or methyl ethyl ether are suitable compounds to be
employed as ignition-improver additive, particularly to enhance the
cold-start of spark-ignited engines.
[0081] Dimethylether (DME) is produced by dehydration of methanol
over a preferred catalyst, and is an additive independent of
petroleum. For example, DME is soluble in methanol and water, and
thus preferably mixed directly into the fuel without the need of
emulsification. The chemical formula of DME does not contain
Carbon-Carbon bonds, which significantly reduces the possibility of
formation of particulate impurities when compared to other commonly
used additives, for example Avocet. Further advantages include the
possibility of using DME in any engine tuned to be run with
methanol as a fuel, wherein no extra modifications in this type of
engine are needed.
[0082] Dimethylether (DME) additive is inexpensive and readily
available in large-scale. It provides several benefits to the
engine operation, which includes enhancing the cold-start of
spark-ignited engines. The DME additive can be utilised in range of
0.1-5% by weight with respect to the alcohol. For example, the DME
additive is to be utilised range of 0.1-3% by weight with respect
to the alcohol. For its utilisation as an additive to a
methanol-based fuel, DME has the following favourable
characteristics: [0083] a) It is inexpensive, widely available and
in large scale production. [0084] b) It is miscible with methanol.
[0085] c) It is derived efficiently from methanol by dehydration
over an alumina catalyst, and, as such, is independent of
petroleum. [0086] d) It is a chemical with no C--C bonds, thus
significantly decreasing the chance of formation of particulate
impurities. [0087] e) Engines tuned to be run with methanol-based
fuels are also capable of running with DME as an additive without
extra modifications. [0088] f) It has a high vapour pressure at
ambient temperatures, so enabling facile starting of alcohol
fuelled SI engines.
[0089] Methanol modified in the way proposed in the present
disclosure enables the full benefits of dedicated methanol SI
engines to be realised. These benefits include low emissions
coupled with the high fuel efficiency and high power output
resulting from increased compression ratios made possible by
methanol's high octane value.
[0090] There is therefore disclosed an embodiment of the present
disclosure, wherein DEM and/or AN are/is employed as ignition
improver for methanol and/or another alcohol. AN is not directly
soluble in methanol, for example, but both methanol and AN are
soluble in water. Therefore, there is disclosed a fuel including a
mixture of an alcohol, for example ethanol and/or methanol, water,
DME (as ignition-improver additive) and AN (as cetane enhancer), as
shown in FIG. 2. It is to be understood that AN may be optionally
added as cetane enhancer. Such a fuel is beneficially optionally
manufactured using a method (300 shown in FIG. 3). Specifically,
the method 300 of producing a fuel includes: [0091] (i) Mixing
methanol, DME and AN to a desired concentration, for example in a
range of 1% to 5% AN relative to methanol; and 0.1 to 3% DME
relative to methanol, at step 302; [0092] (ii) During mixing in
(i), adding enough water so that AN becomes dissolvable in the
methanol-water-DME mix, at step 304.
[0093] In step (i) of the method, the range in which AN needs to be
added is defined by a ratio N/C (namely, Nitrogen to Carbon),
wherein Nitrogen atoms come from the AN additive and Carbon atoms,
mostly, comes from the fuel, for example methanol. In
contradistinction, in a case of PEG dinitrate, there is a Nitrogen
to Carbon N:C=20:1 is a typically required ratio. However, the
values may vary depending on requirements of engine design and
operating temperature.
[0094] In step (ii) of the method, water needs to be added to an
extent that renders the required amount of AN soluble in the
mixture, namely:
Enhanced fuel=Methanol+water+DME+AN Eq. 3
[0095] Such a mixture of water, AN and methanol is of advantage in
that it can be easily stored over a long-term period without
separating out into individual component parts, and does not form
an emulsion and does not need to be emulsified.
[0096] The enhanced fuel pursuant to Equation 3 is considerably
cheaper than known fuel substitutes based upon methanol, for
example employing Avocet, and also is very clean when burnt in an
internal combustion engine, for example results in very low soot
production and low NOx production. Moreover, the enhanced fuel
pursuant to Equation 3 potentially avoids a need to employ Adblue
in exhaust systems of vehicles.
[0097] Additionally, the fuel (or the method 300) also includes
addition of at least one lubricity agent and at least one
anti-corrosion agent, so providing a "universal fuel" (which is
alcohol based). Therefore, fuel of the present disclosure, proposes
an alcohol-based fuel which can be used in vehicles powered by
compression-ignition (diesel family), spark-ignition engines, or
other suitable hybrid engines.
[0098] For example, the method 300 (or the fuel) further includes
adding an ignition-improver additive, preferably dimethylether
(DME), adding at least one lubricity agent and at least one
anti-corrosion agent. The at least one lubricity agent is selected
from additives based on mono-acids and/or fatty-acids such as HiTec
and BioTec products from Afton (HiTec, BioTec and Afton are
trademarks). Further, the lubricity agents are preferably selected
from compositions including polyethylene glycol, synthetic esters
or hydroxyesters, fatty acids. The at least one anti-corrosion
agent is selected from corrosion inhibitor additives including
additives based on zinc dithiophosphates and/or calcium nitrates.
Further, the anti-corrosion agent can be selected from at least one
of DCI-4A, DCI-6A, DCI-11, DCI-28, DCI-30 (DCI is a trade mark).
Moreover, at least one anti-corrosion agent is selected from
corrosion inhibitors including organic amines, for example
ethanolamine or morpholine or similar basic heterocyclic
compounds.
[0099] The fuel can also include other cetane enhancer (other than
AN, hydrazine, hydroxylamine nitrates and octyl nitrate) such as,
polyethylene glycol dinitrate (PEGDN). Further, in the fuel the
PEGDN can be included in a concentration in a range 5% to 10% by
weight with respect to alcohol.
[0100] The present embodiment of the present disclosure (similar to
embodiment disclosed in FIG. 1) is concerned with an introduction
of a new additive which increases the efficiency of a given fuel,
for example a methanol-based fuel, having a cetane enhancer and an
ignition-improver additive. The new additive provides at least one
of following benefits: [0101] (a) the new additive allows methanol
to act a direct replacement for many types of conventional
fossil-reserve-derived fuel; [0102] (b) the new additive Is
non-explosive, and this less hazardous in use; and [0103] (c) the
new additive has a potential for application in a wide range of
combustion engines.
[0104] Further, similarly the benefits of the enhanced fuel in
Equation 3 include: [0105] (a) The method allows Ammonium Nitrate
to be used as cetane enhancer for methanol or similar alcohols, in
turn allowing the fuel to be used in existing compression-ignition
engines with minimal modifications; [0106] (b) The addition of
water keeps an engine burning the fuel of Equation 3 cool (due to a
high latent heat of evaporation of water), thereby decreasing a
need for cooling systems, thus making the vehicle more energy
efficient; [0107] (c) Lower particulate emission from engines
burning the enhanced fuel of Equation 3, namely lower particulate
emission than achievable by employing other methods, for example
using exhaust filters, using Adblue spraying in exhaust systems and
so forth; [0108] (d) Environmentally friendly, since the N-groups
in AN are released as N2 gas at the end of a burn cycle in a
combustion engine; and [0109] (e) The enhanced fuel of Equation 2
results in a significant reduction in cost in comparison to
PEG-dinitrate-based additives, namely AN cost approximately 1/10th
of Avocet additives.
[0110] Embodiments of the present disclosure provide benefits in
direct injection combustion engines, and are also capable of
providing cost reduction. Such cost reduction here is based on two
factors: [0111] (i) cost reduction due to the direct injection; and
[0112] (ii) cost reduction due to the use of AN instead of Avocet
additives.
[0113] With respect to diesel engines, the present disclosure
provides a direct competitor to Octyl Nitrate, which is a currently
favoured substance for improving the cetane number of lower grade
diesel fuels. The addition of enough water to Ammonium Nitrate (AN)
is capable of making this compound soluble in alcohol-based fuels,
such as methanol. In turn, this potentially allows for the use of
methanol, or another alcohol, in place of diesel fuel in current
modern diesel engines. Moreover, modern diesel engines are required
to be fitted with tanks containing an aqueous solution of urea,
which in turn, are optionally used as a reservoir for the AN
solution prior to injection.
[0114] Current European diesel trucks are fitted with a small urea
tank, which is beneficially optionally used as the reservoir for
the Ammonium Nitrate (AN), while petrol engines do not need such an
addition.
[0115] Ammonium Nitrate (AN) has a great potential to be used as an
ignition improver -cetane enhancement for methanol (or another
alcohol). This present disclosure relates to the use of an aqueous
solution of ammonium nitrate as an ignition improver directly
injected into the engine cylinder.
[0116] In the case of modern diesel engine, the AN solution is
beneficially injected in concentrations which vary in a range of 5%
to 20% by weight with respect to the alcohol. The composition of an
alcohol-based fuel, preferably methanol, with the additions of the
AN solution in the range specified and a lubricity agent could be
potentially used without adjustment in combustion engines, leading
to the concept of a versatile fuel.
[0117] If the AN is injected as described above, then the fuel can
be any substance suitable for use, for example, as a diesel fuel.
The fuel can be used directly in spark-ignited petrol engines. For
economic, safety, transport and environmental reasons, methanol has
a unique capacity to provide this capability.
[0118] The fuel is used by way of direct injection of additive into
a given cylinder of a combustion engine. Modern diesel engines are
required to be fitted with tanks containing an aqueous solution of
urea; this same tank is beneficially made available to contain the
AN solution prior to injection, provided that the injection line is
modified to inject the additive solution directly into the engine
cylinder. Modern engines with computer-based fuel injection
management systems, under software control, are capable of using
fuels pursuant to the present disclosure.
[0119] Embodiments of the present disclosure provide a versatile
fuel, for example a mixture of methanol, a lubricity additive and
at least one anti-corrosion agent. Such a versatile fuel is
susceptible to being employed in spark-ignition engines. Injection
of AN enables the versatile fuel to be employed in
compression-ignition engines.
[0120] Optionally, the fuel is used by way of direct injection of
additive into a given cylinder of a combustion engine. Modern
diesel engines are required to be fitted with tanks containing an
aqueous solution of urea; this same tank is beneficially made
available to contain the AN solution prior to injection, provided
that the injection line is modified to inject the additive solution
directly into the engine cylinder. Modern engines with
computer-based fuel injection management systems, under software
control, are capable of using fuels pursuant to the present
disclosure.
[0121] In recent years, current environmental laws and society
pressure have placed less emphasis on economics of fuels, and more
on environmental gains. Nevertheless, an additive that costs less,
and makes an overall combustion process in internal combustion
engines more efficient will increase economic benefits, which
associated to intrinsic environmental gains, makes alcohol once
more an attractive alternative to diesel fuel from a commercial
perspective.
[0122] Therefore, in another aspect, the present disclosure relates
to method of using a fuel for operating internal combustion engine.
The combustion engine primarily includes one or more combustion
chambers having reciprocating and/or rotating elements therein
which are operable to generate mechanical work from the engine. The
combustion engine also includes an injection arrangement for
injecting fuel into the one or more combustion chambers. Therefore,
the method pursuant to present aspect includes operating the
injection arrangement to inject an alcohol-based fuel into the one
or more combustion chambers, and wherein there is injected in
combination with the alcohol-based fuel at least one
ignition-improver.
[0123] The term "at least ignition-improver" broadly encompasses
the cetane enhancers and the ignition-improver additives, disclosed
herein above. Therefore, the ignition-improver is at least one of:
Dimethylether (DME), diethyl ether, methyl ethyl ether, Ammonium
Nitrate (AN), PEG-nitrate, octyl nitrate, hydrazine, and
hydroxylamine nitrate.
[0124] Further, the term "alcohol-based fuel" used herein mainly
includes components of the fuels disclosed herein above. For
example, the alcohol-based fuel contains at least one alcohol,
water, at least one lubricity agent and at least one anti-corrosion
agent. Moreover, the lubricity agent is at least one of
polyethylene glycol, synthetic esters, and fatty acids; and the
anti-corrosion agent contains organic amines.
[0125] In an embodiment, the method of using the fuel for operating
internal combustion engine further includes pre-mixing the
alcohol-based fuel and the at least one ignition-improver using a
pre-mixing arrangement. Further, the pre-mixed alcohol-based fuel
and at least one ignition-improver are injected as aqueous solution
into one or more engine cylinders by a common injector.
Alternatively, the method of using the fuel for operating internal
combustion engine includes injecting the alcohol-based fuel and the
at least one ignition-improver into one or more engine cylinders by
separate injectors.
[0126] The method also includes controlling an amount of the at
least one ignition-improver injected into the one or more
combustion chambers relative to an amount of alcohol-based fuel
injected therein by using a control arrangement. The controlling of
the amount of the at least one ignition-improver is based on one or
more measured parameters associated with the combustion engine. In
an example, the control arrangement includes a
computing-device-based controller operable to execute computer
program instructions, including one or more sensors for dynamically
controlling the fluid pumps as a function of one or more engine
parameters, for example as a function of at least one of engine
temperature, engine load, ambient temperature, fuel-type,
accelerator pedal position.
[0127] The nozzles for injectors in combustion engines pursuant to
the present disclosure are beneficially manufactured from
spark-eroded Hastelloy-N, sintered Silicon Carbide, sintered
metals, sintered ceramic materials such as Carborundum, and
similar. Sintered materials are of advantage in that they can be
spatially formed by a moulding process prior to their
sintering.
[0128] According to an embodiment of the present disclosure, there
is provided a retrofit kit including nozzles, fluid pumps and
piping for providing additive and fuel separately for injection
into cylinders of a combustion engine. Otherwise, the retrofit kit
can include a single nozzle (or the common injector) associated
with the pre-mixing arrangement (such as a pre-mixing
container).
[0129] In the present disclosure, Dimethylether and Ammonium
nitrate (AN) are beneficially employed, for example with reference
to FIG. 4 and FIG. 5, respectively as ignition-improver and as a
directly-injected cetane improver. For example, as shown in FIG. 4,
the alcohol-based fuel includes the alcohol (such as methanol), the
ignition-improver additive (such as DME), water, the lubricity
agent and the anti-corrosion which are premixed (for in the
pre-mixing container) and injected in the spark ignition engine by
the single nozzle (or the common injector). However, in the shown
in FIG. 5, the alcohol-based fuel and an aqueous solution of AN is
beneficially directly injected into a cylinder of a combustion
engine to function as the cetane enhancer. Specifically, in such an
engine (compression-ignition), two injectors are employed for each
cylinder of the combustion engine. Thus, use of aqueous AN
injection as a cetane enhancer enables fuel neutral operation to be
achieved, namely applicable for both diesel fuel and alcohol-based
fuels.
[0130] The above embodiment relates to combustion engines which are
operable to use an aqueous solution of Ammonium Nitrate as an
ignition improver directly injected into the engine cylinder, for
example via a dedicated nozzle for the ignition improver and/or
when the ignition improver is pre-mixed into fuel which is injected
into the engine cylinder. Further, the method allows Dimethylether
and/or Ammonium Nitrate to be used as an ignition improver for
methanol-based or similar alcohol-based fuels, in turn allowing the
fuels to be used in existing compression ignition engines with
minimum modifications; or by exchanging injector nozzles of
cylinders of a compression ignition engine with an alternative
type, which has multiple injection nozzles, namely one nozzle for
the alcohol-based fuel and another nozzle for the Ammonium
Nitrate.
[0131] Modifications to embodiments of the disclosure described in
the foregoing are possible without departing from the scope of the
disclosure as defined by the accompanying claims. Expressions such
as "including", "comprising", "incorporating", "consisting of,
"have", "is" used to describe and claim the present disclosure are
intended to be construed in a non-exclusive manner, namely allowing
for items, components or elements not explicitly described also to
be present. Reference to the singular is also to be construed to
relate to the plural. Numerals included within parentheses in the
accompanying claims are intended to assist understanding of the
claims and should not be construed in any way to limit subject
matter claimed by these claims.
REFERENCE LITERATURE
[0132] [1] Gaouyer, J. P.: "What has happened in Europe in the
Biofuels Domain over the last two years?" Proceedings 2nd European
Motor Biofuels Forum, Graz, p. 37-41, 1996.
* * * * *