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USEFUL ADDITIVES FOR PETROL AND OTHER MOTOR FUELS
INVENTION
Patent of the Russian Federation RU2134715

LIQUID FUEL FOR INTERNAL COMBUSTION ENGINE

LIQUID FUEL FOR INTERNAL COMBUSTION ENGINE

The name of the inventor: Rudolf V. Gunnman (US)
The name of the patentee: Rudolf V. Gunnman (US)
Address for correspondence: 129010, Moscow, ul.B. Spasskaya, 25, p. 3, Soyuzpatent, Pat. Lebedeva N.G.
The effective date of the patent: 1995.03.29

Liquid fuel for an internal combustion engine that is stable and able to be stored, which is at least a two-phase liquid emulsion with water, being a continuous phase based on a carbon-containing fuel with addition of 2-20 vol% alcohol, 0.3-1 vol% nonionic Emulsifier, characterized in that the carbonaceous fuel is selected from the group: straight-run gasoline, gasoline, diesel fuel, kerosene, gas carbonaceous fuel, synthetic carbon-containing fuel produced from biomass of oils and their mixtures, and contains water in an amount of 40 to 80% by volume The technical result is the creation of a stable, capable of being stored and not ignited outside the engine, fuel.

DESCRIPTION OF THE INVENTION

The present invention relates to a novel water-containing fuel for an internal combustion engine. More specifically, the present invention relates to a water-containing fuel capable of combusting internal combustion engines in the combustion chamber (s), for example those used in motor vehicles, and more particularly, the invention relates to water-containing fuels that can be burned in an internal combustion engine, In which the chamber (s) of combustion including a hydrogen production catalyst is one that is disclosed, for example, in US Pat. No. 5,156,114.

As described in US Pat. No. 5,156,114, there is a need for fuels that can replace diesel or gasoline for use in internal combustion engines, especially in engines used in motor vehicles. Internal combustion engines, for example those that operate on gasoline or diesel, produce unacceptably large amounts of contaminants that are harmful to human health and capable of destroying the earth's atmosphere. The adverse effects of such pollution on health and the atmosphere are the subject of wide public debate. Undesirable contaminants appear when a carbon-containing fuel burns in combustion air, which contains nitrogen. The combustion of conventional fuels with combustion air in conventional engines and the relatively incomplete combustion of such fuels are the main causes of unsatisfactory levels of pollution emitted by vehicles with internal combustion engines.

Fuel for internal combustion engines such as oil / water and water / oil is known, which is a two-phase liquid emulsion containing 0.5-40% water, a carbon containing fuel selected from the group consisting of gasoline, diesel, up to 30% alcohol and 0, 5-4.8% of nonionic surfactants - Japanese publication 54-10308, C 10 L 1/32 of 25.01.79. However, this fuel has a number of drawbacks, which are eliminated in the new fuel composition.

DISCLOSURE OF THE INVENTION

A new water (water-containing) fuel is disclosed which additionally leads to a reduction in the pollution produced by internal combustion engines, including spark ignited and compression-ignition engines, is also stable, capable of being stored and basically non-combustible outside the internal combustion engine. The novel fuel contains a liquid emulsion with at least two phases containing from more than 40 to 80% by volume of water and carbonaceous fuel, preferably from more than 40 to 60% by volume of carbonaceous fuel, more preferably where the carbonaceous fuel is selected from the group consisting of Gasoline, "direct distillation" of gasoline, kerosene fuels, diesel fuels, gaseous carbonaceous fuels and their mixtures, from 2 to less than 20% by volume of alcohol, preferably from 2 to 10%, and from about 0.3 to 1% by volume Non-ionic emulsifier, preferably from 0.5 to about 0.7%. As is known, "direct distillation" gasoline is known as "direct distillation" atmospheric naphtha, which is a product of primary distillation of petroleum in the production of typical gasoline products. Carbonaceous fuels can also contain carbon that forms synthetic (petrochemical) products, and like oils produced from biomass, in addition to the carbon that forms fossil fuels. The emulsion contains a standard water-oil (w / w) emulsion with water, which is a homogeneous (continuous) phase. The third phase can be formed by an alcohol component. Additives may be included that increase the oiliness of the fuel and / or improve the resistance to phase separation upon heating. Preferred lubricity enhancers include silicone-containing components, which serve as anti-foaming agents and / or anti-rust agents.

The preparation of new fuel is very critical. It is manufactured by first mixing together the carbonaceous fuel and emulsifier, introducing alcohol and water into the mixture, by separately adding alcohol, for example ethanol, methanol, etc., to water and adding the water-alcohol mixture to the premix fuel and emulsion mixture to produce the mixture Containing carbon fuel with more than 40 to 80% by volume of water and from about 0.3 to 1% by volume of emulsifier. On the other hand, water and alcohol can be added separately to a pre-made mixture of carbon fuels and emulsifiers. The resulting mixture is intensively mixed and with sufficient stirring, a stable fuel capable of being stored is obtained. In those cases where the fuel must include an oil-rich substance and / or additive to make it difficult to separate at elevated temperatures, such substances are added to the mixture of the combustible fuel, emulsifier, alcohol and water before the intensive stirring stage. Preferred fuel formulations are formed with gasoline or diesel fuel. Petrol and diesel formulations (versions) are designated "A-55" and "D-55" respectively and as naphtha and water. A-55 and D-55 nominally contain approximately 51% by volume of water, about 48.5% of gasoline and about 0.5% of emulsifier, respectively; And about 47% by volume water, about 52.5% diesel, and about 0.5% emulsifier. Another preferred fuel composition can be made with direct distillation gasoline. Naphtha and water fuels nominally contain water and about 40% naphtha. Preferably, deionized water is used, and most preferably deionized water filtered off with activated carbon. The carbonaceous fuel is present in amounts of about 40 to about 80%, preferably about 40% to about 60%, by volume.

The term "internal combustion engine" is used for any engine in which a carbonaceous fuel burns together with oxygen in one or more combustion chambers of an engine. Presently known engines include piston displacement engines, rotary piston engines and gas turbine (jet) engines, including motors with electric ignition and compression, such as diesel engines.

Detailed description

The novel aqueous fuel of the present invention has a lower potential energy than the BTU (British Thermal Unit-1054.8 J) of carbon-containing fuels, but is nevertheless capable of developing at least the same power. For example, the aqueous fuel of the invention containing an emulsified mixture of water and gasoline has an energy equal to about one third of the potential energy (BTU's) of gasoline, but when used for operation in an internal combustion engine, it develops approximately the same power as the same amount of gasoline. This is really amazing and although it is not completely understood and does not pretend to be a theory, it seems that this is due to the fact that the new fuel mixture, which is obtained as a result of the release of hydrogen and oxygen and the combustion of hydrogen, when new water fuel is introduced into the chamber Combustion of the internal combustion engine and burns with the combustion air in the presence of a hydrogen production catalyst by, for example, the method and system described in US Patent 5,156,114. The term "hydrogen production catalyst" is used in its broadest sense. The catalyst is generally defined as a substance that causes the acceleration of activity between two or more forces without affecting them themselves. With the use of a new combustion water fuel in an internal combustion engine, it has been determined that without the presence of this substance in the combustion chamber, the combustion of the water fuel does not take place in the manner necessary to obtain the desired degree or power to operate the internal combustion engine. Suitable catalysts are disclosed in US Pat. No. 5,156,114.

Again without claiming a theory, it appears that upon ignition, for example, by generating an electric spark or compressing, in a combustion chamber in the presence of regions formed by a hydrogen production catalyst, there is dissociation of the water molecules resulting from the combustion of the carbonaceous component of the water fuel during the compression stroke, which Together with the combustion of the released hydrogen provides energy for engine operation.

In spark ignition engines, a normal spark of the spark plug system of a standard motor vehicle generating from approximately 25,000 to 28,000 B can be used to ignite the fuel in the combustion chamber, but it is preferable to generate a spark more "hot", for example a spark generated by approximately 35,000 V. There are electric spark generating systems up to 90,000 V on the market, and it turns out that higher voltages lead to better dissociation of water molecules in the combustion chamber.

Although suitable for the above-described fuel tasks are disclosed in US Pat. No. 5,156,114, the present invention is the result of efforts to further optimize the combustion aqueous fuel in the combustion chamber of an internal combustion engine provided with a hydrogen production catalyst. The fuel of the present invention is stable, capable of being stored and substantially non-flammable outside the engine. Tests carried out with the help of a blowtorch on fuel demonstrated a significant non-inflammability of the new fuel, which is the result of the fuel itself and the manufacture of fuel in a manner that creates an emulsion having water as a uniform (continuous) medium. Although a brief initial outbreak can be observed when an alcohol component that is present in amounts of about 5% or more is ignited, but then the fuel becomes self-extinguishing and non-flammable. The ignition point in the new fuel is higher than the hydrocarbon ignition point, i. E. Carbon-containing fuel. For example, the ignition point of gasoline and diesel fuel is approximately 43.33 ° C and 48.89 ° C, respectively, after the alcohol has evaporated, the ignition points of the gasoline-containing and diesel-containing fuels are about 137.78 ° C and about 148.89 ° C, respectively.

It is now believed that the reason that the aqueous fuel of the present invention can give satisfactory results when operating an internal combustion engine in the practice of the present invention is that hydrogen and oxygen are supposedly released in the combustion chamber as described above. Hydrogen and oxygen are obtained by dissociation of water molecules, and hydrogen burns together with carbon-containing fuel from the aqueous mixture. As a result, an output power of the engine with a smaller amount of carbon-containing fuel and a smaller amount of combustion air is achieved compared to the power achieved by using conventional combustion of the same carbonaceous fuel with a large amount of combustion air.

It is further noted that with the water fuel according to the present invention, the aqueous component is vaporized as water vapor in the combustion chamber. Water vapor expands to larger limits than air, and the combustion chamber can be adequately filled with less combustion air. Thus, when converted to steam, the water component of the fuel expands in the combustion chamber and replaces part of the combustion air used in combustion conventional fuels in the combustion chamber of the engine. The expansion of water vapor together with the combustion of carbon-containing fuel and hydrogen released by the dissociation of water molecules results in the generation of the required output power required for satisfactory engine operation.

And it is noted that, since hydrogen and oxygen are present in the combustion fuel mixture in the combustion chamber of the internal combustion engine according to the invention, circumstances may arise in which too little water in the water fuel can be unsatisfactory. For example, in the case where the carbonaceous fuel has a characteristic low output energy, i. E. Low potential output energy in BTU units per unit volume, large amounts of water may be desirable, since the release of hydrogen and oxygen by dissociation of water molecules and combustion of hydrogen will properly increase the total output energy of the carbonaceous fuel and aqueous mixture. For this reason, a lower limit of 20% is set as a suitable practical minimum amount of water in the aqueous fuel mixture of the invention so as to accommodate a greater variety of carbonaceous fuels within the scope of the invention. The upper limit is set at 80%, since the minimum amount of gaseous or liquid carbon-containing fuel is required to initiate the reaction. By means of a spark generated in the combustion chamber or by compression, the water molecules dissociate in the combustion chamber. It was determined that for the water dissociation reaction, the preferred amount of fuel energy is from 8,356,356.2 J / l to 16712712.3 J / l.

In a preferred embodiment according to the present invention, the water-containing fuel contains water from about 40% to about 60% by volume of the total volume of the aqueous fuel, and preferably a volatile liquid carbonaceous fuel, for example, a fuel selected from the group consisting of gasoline, direct-gasoline, diesel, Fuel types such as kerosene, synthetic carbon-based fuels, derived from biomass oils, and mixtures thereof. Alcohol is added to reduce the freezing point of fuel and increase the resistance of fuel to separation into its components. A small but effective amount of a non-ionic emulsifier is also needed. It was found that the emulsifier should be non-ionic, in contrast to the ionic one, since the latter is unsatisfactory with hard water, and leads to the formation of deposits in the engines. Nonionic emulsifiers are grouped into three categories: alkyl ethoxalates, linear alcohol ethoxylates (such as used in detergent powders), and alkyl glycosides. The currently preferred emulsifier is "Igepal C0-630" (alkylphenoxypolyl alcohol, especially nonylphenoxypoly (ethyleneoxyethanol)), available from Rhone-Paulenc, Inc. , Princeton, New Jersey. Carbonaceous fuel lubricant magnifiers are well known and currently the most preferred magnifiers are silicon-containing components such as polyorganosiloxanes, for example "Rhodorsil Antifoam 416", available from Rhone-Paulenc, which expands the anti-foaming ability. It has been proved that an effective amount of an oil lubricity enhancer is about 0.03% by volume, preferably 0.001 to 0.03%, as described above. And it may be desirable to immediately include an additive (additive) to increase the resistance to phase separation at elevated temperatures. For this purpose, up to about 0.1% by volume, preferably 0.001 to 0.1%, for example dihydroxyethyl fatty glycinate, for example "Miratain", available from Rhone-Paulenc, can be used.

Emulsifier is important in order to promote stability and ability to store fuel. And it was determined that the order of adding and mixing fuel components is critical for achieving stability and storage capacity. For example, it is important to add an emulsifier to the carbonaceous fuel component before adding water. And it is important to separately add alcohol to the water before mixing with the fuel. In addition, the amount of water and the carbonaceous fuel component is controlled such that the water is a homogeneous phase of the emulsion. The particle size and shape of the water can be adjusted by modifying the characteristics of the emulsifier, which makes it possible to control the viscosity.

The surprising advantage of the fuel composition is that the internal combustion engines using this fuel are capable of cold starting even at temperatures reaching -40 ° C. Visual inspection of the walls of the cylinder, pistons, catalysts and spark plugs did not detect carbon deposition, oxidation or pitting . Internal combustion engines worked with fuel at rpm up to 4000 without any performance degradation. Another advantage of the fuel is the significantly increased mileage of a car, per gallon of conventional carbon-containing fuel, for example diesel or gasoline, under comparable conditions of use. Fuel is non-flammable and vehicles using fuel find an equivalent driving ability compared to vehicles using conventional carbon-containing fuels. Gas emissions can be reduced to one-tenth or less as compared to gas emissions from traditional fuels, and CO 2 emissions can be reduced by about half. The evolution of the vapors of the new fuel was observed to be about half of the release of vapors with the corresponding conventional fuels. The new fuel does not lead to any deposition of carbon in the engine, but rather contributes to a longer life of the engine components. It is very important that the fuel is essentially non-flammable outside the engine and therefore represents a significant improvement in safety compared to conventional carbonaceous fuels that are easily flammable. It was discovered and found that the fuel is non-corrosive rubber and iron-containing metals, and therefore can be used with conventional pipelines and substances in motor vehicles. This combination of characteristics makes fuel preferred for use in all motor vehicles, including trucks, ground vehicles and airplanes.

Another advantage of the invention is that cheaper and, on the other hand, less desirable carbonaceous fuels can be used. For example, for traditional gasolines, minimum octane levels above 80 and a Reid vapor pressure (RR) value of 9 are required. In contrast, according to the present invention, fuels with an octane ratio of less than 75 and an SSR of 6 or lower may be used, and Gasoline direct distillation. Such carbon-containing fuels can not be suitable for conventional internal combustion engines.

In order to expand the oiliness of the fuel, it is desirable to add a magnifier, preferably a combustible oil diluent and an anti-foaming agent. It was determined that the silicon component not only increases the oiliness of the fuel, but also reduces the foaming of the fuel, which increases the ability to burn fuel in the combustion chamber. It is useful to use substances that are both magnifiers (oleaginous) and anti-foaming agents in order to avoid the need to include certain substances to perform these functions.

It is contemplated that the aqueous fuel of the present invention will be suitable for all internal combustion engines, including conventional gasoline engines or diesel internal combustion engines for use in cars, trucks, etc., using conventional carburetors or fuel injection systems, and like rotary- Piston engines and gas turbine (jet) engines. It is also contemplated that the present invention will be applicable to any engine in which a volatile liquid or gaseous carbonaceous fuel burns with oxygen (O 2 ) in one or more combustion chambers of the engine.

Several modifications are necessary in order to make such engines fuel-friendly according to the present invention. For example, as disclosed in US Patent No. 5,156,114, for the use of aqueous fuel it is important to introduce a catalyst for producing hydrogen into the combustion chamber or chambers of the engine as described in the aforementioned patent in order to activate such a catalyst by dissociating water molecules to produce hydrogen and oxygen. In addition, any suitable means for supplying and controlling the intake, amount and flow of combustion air and fuel to the combustion chamber (s) can be used for optimum engine operation. We note in this connection that the air / fuel ratio is a significant factor in the combustion process in the chamber (s). From a practical point of view, it is desirable to fabricate fuel supply and storage systems from corrosion-resistant materials. And a high voltage electrical ignition system is preferred, which is then used in the usual manner in internal combustion engines with spark ignition in motor vehicles operating with typical carbonaceous fuels, for example, gasoline ones. Hot-ignition systems are commercially available, for example from Chrysler Motor Company. As a further modification to optimize the use of the invention, it is desirable to use a computer-electronically controlled system for supplying fuel to fuel injectors or other fuel delivery systems during the intake stroke of the internal combustion engine.

The dissociation of water molecules is itself well known. For example, thermodynamics and physical chemistry of water / steam dissociation are described in the text "Chemistry of Dissociated Water Vapor and Related Systems", M.Vinigopalan and RAJones (1968), published by John Wiley & Sons, Inc.; Plysical Chemistry for Colleges, EBMellard (1941), published by McGraw-Hill Book Company, Inc. ; Advanced Inorganic Chemistry, F.Albert Cotton and Geoffrey Wilkinson (1980), pp. 215-228.

By way of example, the aqueous fuel and the combustion air can be introduced into the carburettor or fuel injection system at ambient temperatures and the air / fuel mixture is then introduced into the combustion chamber or chambers where the spark from the spark plug ignites the air / fuel mixture in the conventional manner when the piston The combustion chamber reaches the combustion stage of the combustion cycle. It is assumed that the presence of the hydrogen production catalyst in the combustion chamber acts as a catalyst for the dissociation of water molecules in the water fuel when the spark plug ignites the air / fuel mixture. Hydrogen and oxygen released by dissociation, and ignited during combustion to increase the amount of energy provided by the fuel.

As an example of a method for manufacturing fuel, the following mixing method can be used:

1. Introduction of the desired volume of carbonaceous fuel, for example diesel oil or gasoline, into a container.

2. Combine the measured amount of emulsifier in a separate container with the same diesel fuel or gasoline to obtain a ratio of fuel and emulsifier of approximately 1: 1.

3. Mixing the emulsifier and fuel until a saturated color is obtained. Mixing reduces the specific gravity of the emulsifier mixture, and this procedure prevents the emulsifier from settling to the bottom of the container after its addition to the remaining diesel or gasoline fuel.

4. Adding a mixture of emulsifier and diesel or gasoline fuel to the remaining carbon-containing fuel that must be introduced into the composition and mixing.

5. In a separate container, add alcohol and the desired volume of water. Preferably, for example, for mixing, for example, stirring, the water-alcohol mixture is for example about 15 to 30 seconds.

6. Combine the water-alcohol mixture and the fuel-emulsifier mixture and mix until it takes a uniform color.

7. Intensive mixing of the whole mixture with a hydro-splitting or dissecting pump (hydroshell), with a suitable pressure being 14763.46 to 19684.62 g / cm2. The resulting substance after the hydro-splitting or dissecting pump then becomes saturated with a colored, for example milky-white fuel composition.

The following example illustrates the effect of the emulsifier on the fuel composition. The test portions were prepared as follows: all mixtures consist of 8 parts of diesel oil and 6 parts of water, but the emulsifier concentration varied in volume from 0.2 to 0.7% in 0.1% steps. Samples of each test portion were taken after each of the triplicate passage of the hydroscissors.

It was determined that an emulsifier with a concentration of less than 0.5% tends to be unstable, while an emulsifier with a concentration of 0.2 to 0.7% each was equally stable.

Tests of fuel mixtures with a variable alcohol content determined that the stability of the composition is good with at least 2% alcohol. At the upper limit, fuel mixtures with 20% alcohol show a significant separation of the diesel oil rather than the separation of water.

Observations of the freezing point indicate a significant decrease in the freezing point with increasing percentage of alcohol, which should be expected, but also that the varying percentage of water in the mixture has little effect on the freezing point.

In specific tests, fuel with 0% alcohol was completely separated. Samples with a preferred alcohol content range of 2 to 10% were never separated upon thawing. At a content of at least 2% alcohol, phase separation was not for a long time, for example 6 months.

Testing was conducted to measure the power, and it was found that a rapid decrease in power occurs after some increase in the percentage of water. Power and gradually decreased with increasing alcohol content.

With conventional thinking, it can be predicted that these changes in power should be caused by a change in heat capacity (BTU / gallon or BTU / pound). However, this was not found. The analysis of the contribution to the heat capacity from each fuel component did not resolve these anomalies.

Typical characteristics (see tables at the end of the description) of the compositions of the nominal petrol and diesel fuels disclosed above, as compared to standard petrol and diesel fuels, are given in the "A-55" refers to the gasoline-fuel mixture, and "D-55" refers to Diesel-fuel mixture. After these tables an additional table is given comparing naphtha and naphtha-water emulsion.

Mixing of A-55 and D-55 fuels

As indicated above, the correct mixing of fuels or A-55, or D-55 is important for the ultimate fuel efficiency. Incorrect mixing can cause separation of the gasoline and water components, thereby causing uneven conditions in the engine that increase emissions and reduce productivity. The separation of fuel can also reduce the fire safety of the fuel, which is discussed below.

The first step in proper mixing is to determine the sequence in which the components must be combined together. Stirring or mixing at this stage can be relatively light, for example manual mixing will be sufficient for the preparation of small portions or A-55, or D-55 fuels. A pre-measured amount of emulsion is added to a pre-measured amount of gasoline or diesel fuel. Adding the emulsion to the water will first cause the gelation of the emulsion, which greatly interferes with the proper mixing process. After the emulsion is added to the gasoline or diesel fuel, they must be mixed slightly so that the emulsion comes into contact with a larger surface area of ​​the gasoline or diesel fuel. The pre-measured amount of water is then successfully blended into a mixture of gasoline or diesel fuel and emulsion. After the water is added to the mixture of gasoline or diesel fuel and emulsion, the mixture becomes opaque and not white in color with light stirring.

When an alcohol, such as methanol, is added to prevent freezing of the fuel, a pre-measured amount of methanol is successfully mixed with water before the water is added to the mixture of gasoline or diesel fuel and emulsion. When an oil lubricant and anti-foaming agent is added to prevent foaming in some fuel delivery systems, the substance must be added after all other components are mixed together in this first stage for proper mixing.

The following is an example of a mixing method for preparing a portion of 14.06 liters of A-55 fuel:

1. Take 8 liters of gasoline.

2. Add 60 ml of emulsifier to the gasoline and lightly stir.

3. Add 300 ml of methanol to 6 l of de-ionized and purified activated carbon water.

4. Add a mixture of water and methanol to the mixture of gasoline and emulsifier and mix until the whole mixture becomes opaque and not white.

5. Add 5 drops of anti-foaming agent / oil lubricant and mildly mix.

The components combined in this way are prepared for the second stage of the mixing process. The second stage involves circulating the fuel through the pump so that the components are properly mixed. The larger the pump, ie, say, the greater the cut-off pressure in the pump, the better and mixed fuel remains. For example, if the fuel is only mixed by means of a relatively small pump, such as a fuel pump the size of standard automotive fuel pumps, then some separation may occur for three weeks. On the other hand, a pump with approximately 100-fold increased volumetric flow will keep the mixed fuel without separation for more than three months. Experiments show that fuel mixed by small pumps, no matter how many times fuel circulates, separates within a few weeks. Fuel mixed by a large pump remains undivided for three months without detectable separation.

When the fuel is properly mixed, it usually displays four characteristics: (1) saturated color, usually milky white, (2) repeat reading of the hydrometer readings and specific gravity, which differ from straight-run gasoline or diesel fuel, as shown below, (3) The fuel will not have a visible separation either in the form of a layer of gasoline, or diesel fuel on the surface of the fuel mixture, or in the form of gasoline stains, or diesel fuel on the surface of the fuel mixture, (4) the fuel, if properly mixed, will not light up under the blowtorch as described Below, after initial ignition or burnout of alcohol.

Correct mixing on the water meter for each fuel at 15.56 ° C

A-55 - 165 readings on the test scale - Gasoline direct distillation with an octane rating of 87 - more than 200 readings on the test scale

D-55 - 130 indications on the test scale - Diesel fuel distillation N 2 - 161 test scale

Specific weight for each fuel at 15.56 ° C **

A-55 - 0.84 - Direct gasoline with octane rating 87 - 0.72

D-55 - 0.89 - 0.91 - Diesel oil distillation N 2 - 0.84

* As measured on a hydrometer with a scale of Proof and Tralle

** As measured on the Ohaus 1500D electronic scale

Use of additives in either A-55 or D-55 for special conditions.

The shown desired fuels are applicable in cold weather to -53.88 o C, as well as hot weather - up to 54.44 o C. The conditions coincide with the driving cycles and the stationary energy cycle for the average and extreme conditions found in the world operating conditions. As described previously, adding alcohol to water prevents freezing in most temperature ranges. For example, adding 300 ml of methanol to water in the above-described fuels prevents the fuel from freezing down to a temperature below -17.78 ° C. Fuel that is mixed as described above can withstand temperatures of up to 54.44 ° C without separation. Both A-55 and D-55 fuels can show signs of stratification at higher temperatures, however the fuel can be mixed so that it includes more emulsifier that will prevent separation to 76.67 ° C. At temperatures above 76.67 ° C to prevent Fuel from too rapid separation should be used more powerful pump and recirculation system. For better results, appropriate additives, as described above, may be included to prevent phase separation or elevated temperatures.

When mixing fuel, large amounts of foam must be avoided. Foam in fuel can distort performance and excretion results. To eliminate such problems, small quantities of antifoaming agent can be added.

Fire safety A-55 or D-55 fuels

Both A-55 and D-55 fuel contain a phase of water that makes these fuels fire-safe. To demonstrate that the fuels contain a water phase, the following test was carried out: approximately 200 ml of deionized and activated carbon-purified water released is placed in one tank, and about 200 ml of straight run gasoline into the second. A single drop of A-55 fuel is injected into each container by a syringe. When a drop of A-55 hits the surface of water in the first container, a drop of A-55 fuel instantaneously "dissipates" over the surface, leaving a weak dark sediment at the top of the container. A drop of fuel A-55, placed in a container with gasoline, reacts differently. In this case, the drop of fuel A-55 remains undrawn when it hits the surface of the gasoline and falls to the bottom of the tank. The drop remains whole for a long time after introduction into this gasoline. With this test, a continuous water phase of D-55 fuel can be demonstrated. The same results are observed when using D-55 fuel and a container with deionized and purified activated carbon water and a tank with direct distillation diesel fuel.

If the fuel is properly mixed, then no fuel can be ignited by a blowtorch. For example, 60 ml of A-55 and D-55 fuels were poured onto a metal plate in the form of small puddles. The flame of the blowtorch was then carried out over fuels with a flame incline so that it touched the upper surfaces of the fuels. The fuels did not ignite. Only in the case where the flame acted directly on the fuel in one place for about 20 s, for a moment a weak blue flame of about 0.635 cm in height appeared and went out by itself. If the carbon-containing fuel, gasoline and emulsion are mixed incorrectly, then the mixture will ignite very easily.

Benefits of low vapor pressure A-55 and D-55 fuels

Another factor that makes fuel difficult for ignition is the extremely low vapor pressure of fuels. Moreover, fuels with lower vapor pressures result in reduced vapor emissions, thereby significantly reducing the need for vapor recovery systems in gasoline pumps or vapor recovery systems in cars and stationary engines. Low vapor pressure along the Reid and reduces harmful emissions into the environment.

Octane and cetane ratio

In general, modern engines of cars and trucks recommend the use of high-octane gasoline. Typically, the lowest octane number of gasoline used at service stations is 87. High-octane gasoline is 92 or higher. Fuel A-55 works efficiently even with naphtha gasoline with an extremely low octane number, which is approximately 75, since it seems that the octane number does not play a role with this fuel. The cetane number in the fuel is D-55 and is significantly lower than in conventional diesel fuels, without adversely affecting the performance. Therefore, new fuels should be cheaper in production than traditional petrol or diesel, not only because of the water component, but also because the base gasoline or diesel fuel does not require additional and expensive cleaning.

Fuel filters

Conventional fuel filters for internal combustion engines have a paper internal filtration system. A-55 or D-55 can use these filters, however after a relatively short operating time these filters can act as a reverse osmosis system and can cause fuel separation before use in injectors. To avoid the effect of separation from paper filters, it is preferable that instead of paper filters, the fuel passes through either a full-flow filter that holds only relatively large particles or through a metal screen filter. The fuels can be filtered to a particle size below 10 μm using these metal mesh filters without changing any fuel characteristics in front of the injectors. Plastic or metal plate filters and have been tested with very good results.

Comparison of the power of A-55 and D-55 fuels with gasoline and diesel, respectively

In comparative testing, the A-55 fuel was compared to high-octane gasoline on the same engine using an engine dynamometer. Fuel A-55 had approximately the same output power plus or minus 4% than when the same engine was running on gasoline, using the same amount of combustion air that was for both fuels with increased power requirements. The engine used in this test was modified as described in US Pat. No. 5,156,114. The results of the power of the modified engine running on petrol differed slightly from the results of similar engines running on gasoline and tested in the same way. Similar results were obtained with D-55. The highest output power can be achieved and, using D-55 fuel, is three to five times faster than using conventional diesel fuel. The change in the percentage of water in fuels A-55 and D-55 to the limits of plus or minus 10% did not cause a corresponding increase or decrease in power.

Temporary requirements

For optimum results when using the A-55, the ignition angle (advance) should be moved up to 50 ° , which is approximately twice that required for conventional gasoline fuel. D-55 fuel and works better when the injection time is moved to the injectors and on the crankshaft through up to two teeth.

Air / fuel ratio when using A-55 and D-55 fuels.

For idle, the A-55 or D-55 can be applied with minimal combustion air ratios.

When the A-55 or D-55 fuel is used under load (power) conditions, basically the same amount of combustion air is used as with traditional gasoline or diesel fuel. The air / fuel ratio in normal internal combustion engines with ignition from a candle is 14.7: 1, in a diesel cycle of 16.5: 1. If these ratios increase by more than 10%, then the combustion in the internal combustion engine disappears. Using fuel A-55, the air / fuel ratios at power requirements measured to the carbon component of the fuel are approximately equal to 29-38 air to 1 carbon component in an internal combustion engine with ignition from a candle. Using D-55 fuel, the air / fuel ratios at power requirements measured to the carbon component of the fuel are approximately 32-40 air to 1 carbon component in the diesel engine.

Emissions using A-55 and D-55 fuels in modified engines

Many comparisons have been made between A-55 fuel and straight-run gasoline with a high octane number with a Clyton runner, the C796 model, which controls speed and power. A comparison was made of the 6-cylinder 1989 Ford Taurus with a 3-liter engine converted to fuel A-55, and a 1989 Ford Taurus with similar odometer readings that operated on traditional gasoline. Catalytic converters on both cars were removed. It was found that when using A-55 fuel, almost all the detected emissions were reduced by 6-8 times under load conditions. Only the O 2 readings were similar for both cars. The O 2 reading was in the range of 0 to 3% with the best output power. In this range, the other recorded emissions were: CO - 0.10% or lower, NO x - 20 to 200 ppm, hydrocarbons - 50 to 200 ppm. All indications of the excretions were taken from the standard car analyzer of Sun emissions. When the engine was at the operating temperature, there was no visible vapor emitted from the exhaust pipe regardless of the temperature of the external environment. This value can be compared to a content of 10 or more times the NO x parts per million from similar engines working with traditional gasoline as fuel.

The emissions are even more sharply reduced in the converted diesel engines. For the subsequent discussed testing purposes, a modified 2-stroke 4-cylinder diesel engine # 53 Detroit Diesel was used on the propulsion stand. This converted diesel engine was connected to a Clyton crawler drum, the CAM 250E model, which reads speed, power and torque. The converted diesel engine at cold start detected only visible smoke for 2 to 5 seconds. Usually a similar diesel engine with a typical fuel can emit smoke for 5-10 minutes during the warm-up period between cold start and operating temperature. The engine does not produce conventional soot in any range, as is found in diesel engines operating on direct-run diesel fuel. At a power of about 100 hp. The release results were as follows: O 2 - 10%, HC - 0 parts per million and CO - 0.01%. Viscosity is mainly preserved and, as with carbon-containing fuel, combustion is clean even after long use. All the indications of the excretion were taken from the standard car analyzer of the Sun emissions. Never once during the working cycle of diesel fuel was observed any steam released from the exhaust pipe regardless of the ambient temperature. These results can be compared with HC emissions that are at least two to three times larger in similar engines using conventional diesel fuel.

Additional tests showed that NO x reduction reaches 80% when using D-55 fuel than conventional diesel fuel.

Efficiency of A-55 and D-55 fuels

The efficiency obtained with both fuels for the most part is significantly greater than with traditional gasoline or diesel fuels. Naturally, there can be differences in efficiency depending on how the engine is modified and what percentage of the carbon fuel is used for water. Performance tests of traditional gasoline or diesel fuel in place of the carbon component of A-55 and D-55 fuels and with fuels and engines modified completely or to some extent, as described in US Pat. No. 5,156,114, show a dramatic increase in efficiency with the use of these fuels Up to 100% when the same or similar engine is operated on traditional hydrocarbon fuels.

Cold start with A-55 and D-55 fuels

Both A-55 and D-55 fuel can be used as a special fuel in internal combustion engines. There is no need to use secondary fuel or start fuel in combination with either A-55 or D-55. No fuel found any difficulty during a cold start when used in modified engines with some or all of the modifications described in US Patent 5,156,114.

Comparison of the application of diesel engines

To further illustrate the advantages of the new water fuel in diesel engines, reference is made to the accompanying drawings, including the graphs depicted in FIGS. 1 to 3. These graphs represent the results of tests performed with D-55 fuel compositions when comparing the new fuel with conventional diesel fuel.

In Fig. 1 shows the relationship between the pressure in the cylinder and the volume for both D-55 and diesel. As can be seen, the pressure curves in the cylinder, which is compared with the volume of the new fuel, are very close to the curves for diesel fuel. Therefore, the D-55 is a complete replacement for diesel fuel in diesel engines.

The relationship between the pressure and the angle of rotation of the crankshaft is shown in FIG. 2, which demonstrates that although the cylinder pressure detected with the D-55 fuel is slightly increased compared to conventional diesel fuel, this difference is slightly. As the graph shows, the D-55 has a higher pressure drop, but one value is still better in the design specifications for existing diesel engines.

The most significant results are shown in FIG. 3, which compares the release of accumulated heat as a percentage of the angle of rotation of the crankshaft (crank) in degrees for both D-55 and conventional diesel. It is obvious that the D-55 is the fastest to achieve and maintain a 100% heat release than conventional diesel fuel, and thus exhibits significantly improved thermal efficiency. This is evident from the steep rise in heat release for the D-55, which is opposed to the release of heat for traditional diesel fuel. The D-55 achieves 100% heat release after the crank angle reaches 10% compared to conventional diesel fuel, which reaches 100% with a crank angle of 80 ° . Although D-55 fuel has a lower initial combustion, it has a higher heat release than diesel fuel. Moreover, it is possible to have heat release close at a crank angle of 0 ° by adjusting the timing so that the fuel in the cycle is introduced a little earlier.

From the consideration of the data depicted in FIG. 1-3, which include an improved release of heat by D-55 fuel compared to conventional diesel fuel, it is evident that the new fuel provides significantly increased power growth. Using the crank angle of 0 o as the starting point, the unexpected results from the new fuel, which uses about 1/2 the amount of diesel fuel, are rather striking. Moreover, the power increase is obtained without a significant increase in pressure, as depicted in FIG. 2, and, thus, without destroying the engine. In other words, the power is mainly obtained from the same cylinder pressure, but with fuel that has a BTU value of approximately 1/2 from the BTU of the carbon component when compared to conventional diesel fuel.

From the foregoing, it is evident that various changes and modifications can be made without departing from the invention with the following claims.

CLAIM

1. A liquid fuel for an internal combustion engine that is stable and capable of being stored, which is at least a two-phase liquid emulsion with water, being a continuous phase based on carbonaceous fuel with addition of 2-20% by volume of alcohol, 0.3-1% by volume Non-ionic emulsifier, characterized in that the carbon-containing fuel is selected from the group: straight-run gasoline, gasoline, diesel fuel, kerosene, gas carbonaceous fuel, synthetic carbonaceous fuel derived from biomass oils and mixtures thereof, and contains water in an amount of from 40 to 80 about.%.

2. A liquid fuel according to claim 1, characterized in that it contains mainly straight-run gasoline with an addition of more than 40 to 60% by volume of water, 2-10% by volume of alcohol, 0.3 to about 0.7% by volume Emulsifier and further from 0.001% by volume to about 0.1% by volume. % Of an oiling agent, from about 0.001% by volume to about 0.1% by volume of an additive to improve the resistance to phase separation at temperatures above about 77 ° C.

3. Fuel according to claim 2, characterized in that as an oil lubricant magnifier contains a polyorganosiloxane component.

4. Fuel according to claim 1, characterized in that it comprises mainly diesel fuel with an addition of more than 40 to 60% water, 2 to less than 20% alcohol, about 0.3 to about 0.7% emulsifier, and additionally from About 0.001% to about 0.1% of an oil lubricant and about 0.001% to about 0.3% of an additive to improve the resistance to phase separation at temperatures above about 77 ° C.

5. Fuel according to claim 4, characterized in that as an oil lubricant magnifier contains a polyorganosiloxane component.

6. Fuel according to claim 4, characterized in that as an oil lubricant magnifier contains alkyl phenol ethoxylate.

7. Fuel according to claim 1, characterized in that it additionally contains 0.03 vol. % Of dihydroxyethyl fatty glycinate as an additive for resistance to phase separation at elevated temperatures.

8. Fuel according to claim 1, characterized in that it contains mainly straight-run gasoline, more than 40 to about 60% water, about 2 to 10% alcohol, about 0.3 to about 0.7% emulsifier, and further From about 0.001% to about 0.1% of an oil lubricant and from about 0.001% to about 0.03% of an additive to improve the resistance to phase separation at temperatures above about 77 ° C.

print version
Date of publication 07.04.2007gg