Showing papers on "Secondary air injection published in 1994"

Horizontal well gravity drainage combustion process for oil recovery

Abstract: An in-situ combustion method is provided for the recovery of viscous oil from an oil-bearing reservoir. A linear array of vertical air injection wells is drilled into the reservoir; the wells are completed in the upper portion of the reservoir. One or more gas production wells are provided, remote from the row of injection wells, said gas production wells also being completed in the upper portion of the reservoir. A horizontal oil production well is completed in the bottom portion of the reservoir, aligned with and positioned in spaced relation beneath the vertical injection wells. The reservoir is prepared for ignition and combustion is initiated at each of the injection wells. A hot fluid-transmissive chamber is formed around each of the injection wells as combustion proceeds. Combustion gas communication is established with the gas production wells. Heated oil and water, produced by the combustion front in each hot chamber, drains under the effect of gravity and is produced from the horizontal production well. The main features of the process are the implementation of gravity drainage to a basal horizontal well in a combustion process and the splitting of liquid and gas production.

Combustion exhaust purification system and method

Abstract: The present invention is particularly well suited for purifying exhaust from relatively large lean burn diesel engines. A computer controlled injector intermittently injects an optimal amount of NOx reducing fluid into the exhaust passageway from the engine. The optimal amount corresponds to an amount that will achieve optimal NOx reduction rates for the given engine operating condition and exhaust temperature. A computer periodically senses the engine operating condition and the exhaust temperature, and calculates the appropriate injection amount. With appropriate deNOx and oxidation catalysts located downstream from the injector, the exhaust purification system of the present invention has the ability to greatly reduce NOx content of the exhaust while maintaining HC emissions at acceptable levels.

Method and apparatus to limit a midbed temperature of a catalytic converter

Abstract: An electronic engine controller limits the maximum temperature of a midbed point within a catalytic converter by determining an instantaneous temperature of the midbed point as a function of a temperature of exhaust gas at an exhaust flange, of a temperature variation of exhaust gas from the exhaust flange and exhaust gas inlet to the catalytic converter, of exhaust gas at an exhaust gas inlet to the catalytic converter, and as a function of a predetermined value indicative of a temperature rise of exhaust gas in the catalytic converter. The temperature is compared to a maximum midbed temperature range and a first air/fuel modulation variable is altered by a predetermined amount if the temperature of the midbed point is within the maximum midbed temperature range and the first air/fuel modulation variable is set to a predetermined value if the midbed temperature is below the maximum midbed temperature range. The first air/fuel modulation variable is compared to a second air/fuel modulation variable which corresponds to an air/fuel ratio required to produce a predetermined engine response and the rate of fuel delivery to the engine is altered to generate an air/fuel ratio corresponding to the air/fuel modulation variable which represents the richer air/fuel mixture.

Influence of injectant Mach number and temperature on supersonic film cooling

Abstract: The current work is an experimental investigation of the dependence of film cooling effectiveness on the injection Mach number, velocity, and mass flux. The freestream Mach number is 2.4, and the injection Mach numbers range from 1.2 to 2.2 for both air and helium injection. The adiabatic wall temperature is measured directly. The injection velocity and mass flux are varied by changing the total temperature and Mach number while maintaining matched pressure conditions between the injected flow and that of the freestream. The total temperature of the freestream is 295 K, and for the injection it ranges from 215-390 K. The results indicate an increase in film cooling effectiveness as the injection rate is increased. With the exception of heated helium runs, larger injection Mach numbers slightly increase the effective cooling length per mass injection rate. The results for helium injection indicate an increase in effectiveness as compared to that for air injection. Heated injection, with the injectant to freestream velocity ratios greater than 1, exhibit a rise in wall temperature downstream of the slot resulting in effectiveness values greater than 1. The experimental results are also compared with earlier studies in the literature.

Series combination catalytic converter

Abstract: The present invention is particularly applicable to lean burn engines that produce exhaust containing insufficient amounts of unburned hydrocarbons to satisfactorily reduce NOx emissions without undermining engine performance. In the exhaust purification system, ethanol or another suitable hydrocarbon is injected into the exhaust stream at an appropriate location between the engine and the catalytic converter. A deNOx catalytic converter is positioned within the exhaust downstream from the ethanol injection point. The combination engine application, ethanol injection and suitable deNOx catalyst combine to reduce NOx to satisfactory levels without producing significant amounts of undesirable secondary nitrogen containing compounds. An oxidation catalytic converter is positioned in the exhaust downstream from the deNOx catalytic converter. The oxidation catalyst serves to convert any remaining unburned hydrocarbons into carbon dioxide and water. At the same time, only small amounts of secondary nitrogen compounds are converted back into NOx compounds upon passage through the oxidation catalyst. The end result being an over all reduction in both HC and NOx compounds particularly for lean burn engines to satisfactory levels.

Air-compressing fuel-injection internal-combustion engine with an exhaust treatment device for reduction of nitrogen oxides

Abstract: The invention relates to a diesel internal combustion engine with an exhaust treatment device for the reduction of nitrogen oxides and with a fuel injection system comprising a high-pressure pump and at least one solenoid valve-controlled injection nozzle. The injection nozzle is actuated by an electronic control unit and is intended both for the primary injection, provided for the combustion, and for the additional injection, influencing the effectiveness of the exhaust treatment device. The fuel injection nozzle provided for the primary injection also provides for the secondary injection. The secondary injection takes place as a supplementary injection at the earliest in the region of the end phase of the combustion after the ignition top dead center.

Desiccant multi-duel hot air/water air conditioning system

Abstract: An apparatus and method is disclosed for an improved air conditioning system for admitting air from an exterior space, adjusting the temperature and humidity of the exterior air, delivering the adjusted air to an interior space of a structure, removal of exhaust air therefrom and return of the exhaust air to the exterior space and wherein a regenerative desiccant is provided for removing water vapor from the air to be delivered to the interior space and delivering the water vapor to the exhaust air stream and a heat exchanger is provided for removing sensible heat4 from the air to be delivered to the interior space and transferring the sensible heat to the exhaust air stream. The apparatus combines for the first time electric air conditioning reheat and solar energy with desiccant technology, thereby furnishing conditioned air at an 80% reduction fo energy cost. The apparatus for the first time allows the use of waste oil heat to furnish conditioned air at an 80% reduction in energy cost. Additionally, natural gas or propane gas may be used at a great reduction in erngy cost vs. electrical cost. The apparatus allows the reduction in electrical power presently used to condition air for use in a give space.

Exhaust particulate purifying device for internal combustion engine

Abstract: (57) 【Abstract】 PROBLEM TO BE SOLVED: To properly regenerate a filter without requiring a long time for regeneration or increasing an electric power supply amount even under an operating condition in which an exhaust temperature is particularly low, such as during idling. An exhaust gas purifying apparatus for an internal combustion engine is provided. A catalyst-carrying filter (3) provided in the exhaust passage of an internal combustion engine for collecting fine particles contained in exhaust gas. The catalytic converter 2 is provided on the upstream side with respect to the flow of exhaust gas, and the catalytic converter 2 is provided with the partial heating heater 21 capable of electrically generating heat and partially activating the catalyst of the catalytic converter 2. . When the filter 3 is regenerated under operating conditions where the exhaust gas temperature is lower than the catalyst activation temperature, The partial heater 22 is energized to partially activate the catalytic converter 2, and the fuel injection valve 4 supplies unburned fuel into the exhaust passage 1 upstream of the catalytic converter to activate the catalyst. To oxidize. The fuel supply amount is controlled to such a small amount that the activated catalyst can maintain the activated state until the activated state of the catalyst becomes stable, so that the device temperature is not lowered, and then the fuel supply amount is increased. As a result, the activation region can be expanded to the whole.

Catalytic treatment of engine exhaust gas

Abstract: A method and apparatus for managing the operation of an internal combustion engine including an exhaust system having a catalytic treatment means to treat exhaust gas passing through the exhaust system. The method comprises introducing fuel in a vaporized or readily vaporized state to the exhaust system upstream of the catalytic treatment means to assist in raising the catalytic treatment means to a temperature which allows effective operation thereof.

Effect of secondary air injection on axial solid holdup distribution in a circulating fluidized bed

Abstract: The effects of secondary air ratio (0–50%), height of injection port (1.5–2.5 m) and injection types (radial and tangential) on the axial solid holdup distribution have been determined in a circulating fluidized bed (0.1 m I.D. × 5.3 m high). As the secondary air ratio is increased, solid holdup increases below the secondary air port, whereas it decreases slightly above the secondary air injection port. The dense bed height increases with increasing height of the secondary air injection port. Different types of secondary air injection system do not produce any significant difference in the overall axial solid holdup distribution. However, solid holdup just above the injection port in a tangential secondary air injection system exhibits somewhat higher values than those of radial secondary air injection system. The effect of secondary air injection on the axial solid holdup distribution in a circulating fluidized bed can be predicted by a modified freeboard-entrainment model with decay constants determined from the proposed correlation.

Exhaust air recovery system

Abstract: A system which utilizes wasted or exhausted air flow from one or more ventilation systems of a bounded area such as a mine, a tunnel or some other area requiring ventilation. The exhaust fan of the ventilation system expels air causing air velocities to be directed out of the bounded area at one or more locations. The exhaust air from these necessary ventilation systems is captured and converted to electrical energy by existing wind-powered electrical energy generating equipment suitably positioned in front of the exhaust fan.

Exhaust gas recirculation diagnostic

Abstract: Restrictions in a path of flow of recirculated internal combustion engine exhaust gas from an engine exhaust system to an engine intake manifold are diagnosed when the engine is determined to be in a steady state operating condition through a monitoring of the air pressure in the engine intake manifold while the flow of exhaust gas thereto is varied according to a predetermined flow schedule. Changes in the monitored air pressure are determined over a test period, are filtered through a lag filter process having a dynamic filter coefficient, and are compared to a dynamic threshold to determine a presence of a restriction. The filter coefficient and the threshold may be adjusted in accord with the outcome of the diagnostic.

Secondary air supplying apparatus for internal combustion engine and air heating apparatus thereof

Abstract: A secondary air supplying apparatus for an internal combustion engine and a gas heating apparatus are provided to enable high-performance exhaust gas purification in a catalytic apparatus of the internal combustion engine, in particular, even at a low-temperature starting time A secondary air supplying apparatus supplies secondary air to the catalytic apparatus through a secondary air introducing path for communicating the intake side of the internal combustion engine with an exhaust manifold In the apparatus, a gas heating apparatus having an exothermic body is provided for the secondary air introducing path

Performance and exhaust emissions of a compression ignition engine operating on ester fuels at increased injection pressure and advanced timing

Abstract: Effects of increased injection pressure and advanced injection timing on the performance and exhaust emission characteristics of a direct injection, naturally aspirated John Deere 4239D engine operating on methyl soyoil ester (IV (iodine value) = 125−135) and methyl tallow ester (IV = 47−53) were studied. The test engine was fully instrumented to provide all the required measurements for determination of the needed performance and exhaust emission variables. Four treatment combinations consisting of two levels of injection pressure (18.6 MPa and 24.1 MPa) and two levels of injection timing (19° before top-dead-centre (BTDC) and 14° BTDC) were employed. The physical and chemical properties of the test fuels were earlier determined in accordance to the ASTM and AOCS standards. Results indicated that the engine operating on ester fuels at the manufacturer's injection pressure-timing setting (18.6 MPa and 14° BTDC) had lower carbon monoxide and unburned hydrocarbon carbon emissions and smoke levels, despite a slight increase in brake specific fuel consumption, as compared with when it was operating on No. 2 diesel fuel (control fuel). There were no significant differences in the engine brake specific fuel consumption and brake thermal efficiency between the ester fuels. However, between the two ester fuels, the saturated ester fuel (methyl tallow ester) showed slightly lower carbon monoxide and unburned hydrocarbons emissions, and higher smoke levels. The engine performance and exhaust emission characteristics of the engine operating on the ester fuels at advanced injection timing were better than when operating at increased injection pressure. Poor fuel combustion near the maximum operating power level was indicated with the engine operating on ester fuels at increased injection pressure. Complete fuel combustion was suppressed during high fuel flow probably due to the lack of oxygen within the spray envelope. Thus, fuels in some locations within the spray envelope that were too rich to burn escaped as unburned hydrocarbons, or burned incompletely causing high carbon monoxide and smoke levels in the exhaust emissions. Operating the engine at such conditions for extended periods could give rise to deposits problems in the combustion chamber. The engine performance and exhaust emission characteristics between the two ester fuels were almost similar at advanced injection timing and increased injection pressure.

Supercharged internal combustion engine exhaust system

Abstract: An exhaust system for a supercharged internal-combustion engine in which of the exhaust-gas-carrying components, the exhaust gas pipes leading from the cylinder outlets to the turbines, or the turbines, or the turbines and the exhaust gas pipes are arranged jointly in an exhaust-gas-tight housing. Openings in the exhaust-gas-carrying components cause the space formed between the exhaust-gas-carrying components and the housing to be filled with exhaust gas. By way of a bypass pipe which is connected with the space and leads to the turbine, exhaust gas can be blown off from the space. A blow-off valve is arranged in the bypass pipe.

Method for improving the operation of an air-scavenged supercharged heat engine, and heat engine therefor

Abstract: A method wherein a number of cylinders (2, 3; 1, 4) are combined on a single exhaust manifold (8, 10) such that the pressure in the exhaust manifold (1e....4e) undergoes substantial time-dependent amplitude fluctuations, and an exhaust valve (6) of a cylinder (1) is opened during induction or filling thereof (i.e. adjacent to the bottom dead centre) so that, in a given range of engine speeds, a phase (28) of instantaneous low exhaust pressure in the exhaust manifold enables the inlet manifold (1a)/cylinder (1)/exhaust manifold (1e) to be scavenged while the inlet valve (5) and the exhaust valve (6) are both open. A phase (29) of instantaneous high exhaust pressure caused by another cylinder after the inlet valve (5) has closed and while the exhaust valve (6) is still open is used for post-filling the cylinder (1) with air (A) previously stored in the exhaust manifold (1e). The size of the turbine (T) is selected so that there is virtually no post-filling of the cylinder (1) with exhaust gases at engine speeds above said engine speed range.

Engine with turbo supercharger

Abstract: PROBLEM TO BE SOLVED: To warm up a catalyst converter very quickly even at the time of engine start when an engine is cold so as to improve exhaust emission when the engine is cold by setting valve opening time to early time and arranging the catalyst converter in a first exhaust passage in which a flow rate of exhaust gas is large in a low rotation region of the engine. SOLUTION: In a series 4 cylinder diesel engine A, valve opening time of a first exhaust valve 7 opening and closing a first exhaust passage 15 in which a turbine 16 is arranged for a combustion chamber is set to earlier time than valve opening time of a second exhaust valve 8 opening and closing a second exhaust passage 18 in which the turbine 16 is not arranged for the combustion chamber. Lean NOx catalyst 17 capable of reducing and purifying NOx in exhaust air even when an air-fuel ratio is in a lean state is arranged in the first exhaust passage 1, and an upstream end of an exhaust air reflux passage 22 refluxing a part of exhaust gas on an air suction side is branched and connected with the first exhaust passage 15. Consequently, it is possible to increase torque in a low rotation region, improve the scavenging property in a high rotation region, and increase the exhaust air purifying property when the engine is cold. COPYRIGHT: (C)1999,JPO

Malfunction monitoring apparatus and method for secondary air supply system of internal combustion engine

Abstract: A malfunction monitoring apparatus for a secondary air supply system of an internal combustion engine includes an air flow sensor (2) for measuring the flow rate of an air flowing into an intake air path of the engine, a secondary air introducing path (32) disposed in the intake air path on the downstream side of a measuring position of the air flow rate for taking in a part of the air through the intake air path as a secondary air, a secondary air supply device (8) for supplying the secondary air to an exhaust gas path, and a control unit (3). The apparatus may further includes a pressure sensor (14) for detecting the internal pressure of an intake manifold. The control unit determines a secondary air flow rate (Qs) from a difference between a first air flow rate (Qa) measured by the air flow sensor when the secondary air is not being supplied from the secondary air introducing path to the exhaust gas path and a second air flow rate (Qb) measured by the air flow sensor when the secondary air is being'supplied, or a difference between an intake air flow rate (Qpm) of the engine determined on the basis of the internal pressure of the intake manifold detected by the pressure sensor and an air flow rate (Qhw) measured by the air flow sensor when the secondary air is being supplied. In the case where the determined secondary air flow rate is out of a predetermined allowable range, the secondary air supply device is judged as being abnormal.

Method and apparatus for reduction of pollutants emitted from automotive engines by flame incineration

Abstract: A method of improving the performance of a pollutant abatement mens, e.g., catalytic converter (16), used to purify engine exhaust gas streams and the like includes combusting a combustion mixture of air and a low ignition temperature fuel in the exhaust gas stream upstream of the catalytic converter (16) to oxidize carbon monoxide and unburned hydrocarbons, and/or to rapidly heat the catalytic converter to its operating temperature. Reaction conditions are maintained so as to cause the combustion mixture to ignite spontaneously. A control system may be used to regulate the supply of the combustion mixture in response to time lapse or temperature of the catalyst or both. The apparatus includes a fuel supply (18) and a fuel line (20) controlled by a valve (22) to deliver a low ignition temperature fuel into the exhaust gas discharge line (14) associated with the engine (12). An air pump (26) provides combustion air through an air line (28) into the exhaust gas discharge line (14). Optionally, a thermocouple (36) attached to the catalytic converter (16) signals a controller (38) to reduce or stop the flow of air and/or low ignition temperature fuel in response to the temperature of the catalytic converter (16).

Exhaust emission control system in engine

Abstract: Selectively operable first and second exhaust valves are provided for every combustion chamber in an engine. Branch pipes of a first intake manifold are connected to first exhaust ports opened and closed by the first exhaust valves, and branch pipes of a second exhaust manifold are connected to second exhaust ports opened and closed by the second exhaust valves. An adsorbing trap is provided in an aggregated pipe of the first exhaust manifold and a catalytic converter is provided in a common exhaust pipe connected to the aggregated pipes of the first and second exhaust manifolds. Only the first exhaust valves are operated to open and close at a low temperature of the adsorbing trap to permit the exhaust gas to flow into the first exhaust manifold. Thus, hydrocarbons (HCs) in the exhaust gas are adsorbed into the adsorbing trap at the low temperature and the heat of the exhaust gas is effectively utilized to promote the activation of the catalytic converter. As the temperature increases sufficiently to activate the catalytic converter, the HCs adsorbed by the adsorbing trap are desorbed, which restores the HCs adsorbing capability of the adsorbing trap, and the exhaust gases are treated directly by the catalytic converted by operating the second exhaust valves while resting the first exhaust valves.

Fabric cleaner with ozone injection

Abstract: A fabric cleaning method uses ozone-bearing cleaning liquid which is spread over the fabric and then vacuumed up. The spreading and the vacuuming are both performed through a cleaning head or tool which has hoses to a vacuum cleaner and cleaning liquid tank. The cleaning liquid is ozonized by injecting air from a conventional ozone generator into the cleaning liquid tank or into the delivery hose. An air pump and/or a venturi in the cleaning liquid line are used for the air injection. The ozone in the air stream dissolves into the cleaning liquid, which both helps to clean the fabric and avoids excessive ozone concentrations in the air. The elements may be housed in a single movable unit.

Apparatus for generating energy on board of an aircraft

Abstract: An apparatus for generating or recovering energy on board an aircraft effectively utilizes the cabin exhaust air stream, which has a high thermal energy and a differential pressure, before it is discharged into the environment outside the aircraft. In this manner, the total efficiency of the aircraft is improved. The apparatus essentially includes an energy conversion unit (8) connected to the cabin exhaust air duct (2) to generate or recover energy from the exhaust air stream (5). Bleed or tap air (11) from the engine (10) is provided from a bleed air port (10A) through a cabin supply air duct or tap air duct (3) to an air conditioning plant (12) for final preparation of cabin supply air. A heat exchanger (4) is arranged between the cabin exhaust air duct (2) and the tap air duct (3), upstream of the energy conversion unit (8) in the cabin exhaust air duct (2). In this manner, the thermal energy transferred from the tap air (11) to the cabin exhaust air (5) by the heat exchanger (4) is effectively utilized or recovered by the energy conversion unit (8) rather than being simply discharged overboard.

Air compressing injection internal combustion engine with an exhaust gas treating device for reducing nitrous oxides

Abstract: The invention relates to a diesel internal combustion engine (1) with an exhaust gas treating device for the reduction of nitrogen oxides and with a fuel injection system (2) which consists of a high-pressure pump (3) and at least one injector (4) controlled by a solenoid valve and in which the injector (4), which is controlled by an electronic control unit (8) is intended both for the primary injection - provided for combustion - and for the additional injection - which influences the action of the exhaust gas treating device (10), the fuel injector provided for the primary injection simultaneously being provided for the secondary injection, which takes place as a follow-on injection at the earliest in the region of the final phase of combustion after ignition TDC.

Internal combustion engine with a secondary air-fuel supply

Abstract: An internal combustion engine has a temperature-dependent exhaust gas converter arranged to receive a secondary air supply from a secondary air pump, and the engine has a fuel vapor accumulator to collect fuel vapors from the fuel supply for the engine. During cold-starting of the engine, the air pump is operated to draw fuel vapors from the accumulator into the secondary air supply to regenerate the accumulator and provide a flammable secondary air-fuel mixture to the exhaust gas converter.

Exhaust emission control system in internal combustion engine

Abstract: In an exhaust emission control system in an internal combustion engine which includes a spark plug disposed to face a combustion chamber, an intake system having a fuel injection valve disposed therein, an exhaust system having a catalytic converter incorporated therein and filled with a catalyst for reducing nitrogen oxide (NO x ) in the presence of hydrocarbons in an oxidizing atmosphere, and an exhaust gas circulation amount control means capable of measuring and controlling the amount of exhaust gas circulated from the exhaust system to the intake system. The amount of exhaust gas circulated by the exhaust gas circulation amount control means the amount and timing of fuel injected by the fuel injection valve and the timing of ignition of the spark plug are controlled by a control unit, so that the amount of NO x discharged, is detected by the NO x detector in the exhaust system at a location downstream from the catalytic converter, is equal to or less than an acceptable amount of NO x discharged which acceptable amount is set in accordance with the number of revolutions of the engine detected by a revolution-number detector as well as the engine load detected by a load detector. Thus, it is possible to control the concentration and type of hydrocarbons and the temperature of the catalyst to increase the elimination rate of NO x .

Method and device for forming a simulated signal of the temperature of the exhaust gas, exhaust gas sensor or catalytic converter

Abstract: A method and a device for forming a simulated signal of the temperature of the exhaust gas, exhaust gas sensor or catalytic converter for an internal combustion engine. Using a temperature characteristic depending on the air mass stream, and two low-pass filters with time constants depending on the air mass stream, the exhaust gas temperature upstream from the catalytic converter, the exhaust gas sensor temperature and the catalytic converter temperature are simulated. The air mass, integrated since the time the internal combustion engine is started, is compared with two threshold values to determine whether or not there is still condensation water present in the exhaust gas channel upstream from the catalytic converter and/or in the catalytic converter itself. If condensation water is present, the simulated temperature(s) is limited to a value of approximately 50° to 60° C. If the entire condensation water in the exhaust gas channel and/or in the catalytic converter was not evaporated during a short run of the internal combustion engine, or if the temperature of the internal combustion engine is extremely low when it is started, then extended times for evaporation of the condensation water are estimated and simulated by increased threshold values for the integrated air mass.

Device on an internal combustion engine

Abstract: The invention relates to a device on an internal combustion engine with exhaust turbocharging and exhaust emission control, with a turbine arranged in the exhaust line system, at least one catalytic converter connected on the outlet side and a bypass line bypassing the turbine and controlled by a blow-off valve, the bypass line and the exhaust line being separately controlled and admitted to separate areas of the catalytic converter for faster starting-up of the catalytic converter. The blow-off valve may be deactivated in the cold running range.

Process and apparatus for supplying air to a fuel cell system

Abstract: A process and an apparatus control output of an air-breathing fuel cell system which consists of an air supply line, a fuel cell, an air exhaust line, and a separate gas supply system for hydrogen gas. To control the fuel cell output, an adjustable rotary speed compressor is located in the air supply line and a variable absorption capacity expander is located in the air exhaust line. The compressor, the expander, and an additional electric motor are positioned on a common shaft. The expander converts the pressure energy contained in the exhaust air into mechanical energy and delivers that energy via the common shaft to the compressor. The air volume flow is controlled by the compressor rotary speed and adjusted to a preset value. A preset working pressure is established in the fuel cell system by adjusting the absorption capacity of the expander.