瑞典专利SE1250495A1 Fuel injection system for use in a catalytic heater and reactor for conducting catalytic combustion

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专利摘要:
The present invention relates to a system for utilizing liquid fuels, such as diesel and gasoline, in a catalytic reactor for producing clean heat from the said fuel. In particular it relates to a fuel injection system for a catalytic burner (310, 313). It comprises preheating means (308', 309, 315; FT) for preheating the catalytic burner (310, 313) and primary fuel supply means (307) for supplying fuel to the catalytic burner (310, 313). The preheating means (308', 309, 315; FT) and the primary fuel supply means (307) are provided in separate compartments (310, 312), said compartments being connected with each other via a channel (CH).
公开号:SE1250495A1
申请号:SE1250495
申请日:2012-05-15
公开日:2013-11-16
发明作者:Baard Lindstroem；Daniel Hagstroem
申请人:Reformtech Heating Holding Ab；
IPC主号:

专利说明:

Fuel injection system for use in a catalytic heater and reactor for operatingcatalytic combustion of liquid fuelsThe present invention relates to a system for utilizing liquid fuels, such as diesel and gasoline, in a catalytic reactor for producing clean heat from the said fuel.Background Conventional fuel f1red heaters utilizes ﬂame combustion for producing heat, a processthat is associated with the generation of both particles (soot, ash) and chemical emissions (CO, NOx) that are all harmful to the environment .
By replacing the ﬂame combustion system with a catalytic oxidation system it ispossible to eliminate fuel related emissions and at the same time increase theefficiency of the process by lowering the temperature of the oxidation process (throughincreased air flow). A primary feature of catalytic oxidation is that the process is notlimited to a low air-to-fuel ratio, which results in complete oxidation of allhydrocarbons and lower temperatures in the reaction zone to a level at which NOx production is hindered.
A major challenge with a catalytic heater operating on a multi component liquid fuel,such as diesel or gasoline, is to start the heater in a cold environment withoutproducing soot that can poison the catalyst, reduce the operating life of the heater and increase service cost for the end users.
The problems associated with starting-up a liquid fuel catalytic combustor hasresulted in an industrial focus on gaseous fuels, such as natural gas and propane, forpractical applications of catalytic combustion, as seen in US-6,223,537, where natural gas is used to fuel the combustor.Summary of the Invention While the concept of catalytic combustion is not new, the present invention describes anovel method for using a diesel / gasoline type fuel in a catalytic heater that preventsthe formation of soot in the catalytic reactor and decreases the starting time of the heater.
Therefore, the object of the invention is to solve the problems associated with starting a catalytic combustor and using a liquid fuel in a catalytic combustor.Thus, the inventors have devised a catalytic reactor system as defined in claim 1.
The reactor according to the invention is a compact catalytic combustor system for usein, but not limited to, applications as compartment heaters in heavy duty trucks,passenger cars, boats and residential housing where clean heat is required to meet customer and legislative requirements.
In particular a dual reaction chamber solution has been developed in which theprimary start-up section is separated from the catalytic reaction zone to prevent sootcontamination of the catalyst during start-up as well as to shield the catalyst fromthermal shock during cold start of the system, in particular the start-up or pre-heatingsection is provided in a separate compartment, connected to the reaction section via a channel.
The reactor system is also constructed with a primary and secondary fuel nozzle in thereactor, operating at a common pressure allowing the system to operate at widevariable fuel power during start-up and normal operation - allowing for optimal fuel ﬂow in both the start-up sequence and during normal operation of the catalytic heater.
The air is supplied to the reactor both for cooling components in the system, as well asfor pre-heating the air before transporting the air to the catalytic reactor zone in theheater, allowing for thermal stabilization of the fuel evaporation process in the catalyticreactor and prevention of thermal aging of the catalyst due to fuel evaporation on the catalyst surface.
Brief Description of the Drawings Figure 1 shows a prior art system; Figure 2a schematically illustrates the a prior art catalytic reactor;Figure 2b schematically illustrates the novel concept; and Figure 3 illustrates an embodiment of the novel catalytic reactor.
Detailed Description For the purpose of this application, the following terms will have the indicated meanings “Multi component fuel” is a commercially available fuel, such as diesel and gasolinethat is a mixture of different hydrocarbons with varying boiling points, carbon-chain lengths and structure.
The use of these commonly available commercial fuels has been limited in catalyticcombustion systems as it is complicated to completely evaporate the heavycomponents of the fuels without producing coke, through pyrolysis, from the lightercomponents in the fuel as well as the production of soot during light-off of the catalyst at low temperatures.
Referring to the drawings, in Fig. 1 a prior art system (according to US-6,223,537 isdisclosed. It comprises a combustor 10 which has a generally double-walled, can-shaped configuration. The combustor 10 includes a combustor can 1 1, an inner liner12 and an upstream end 14. The combustor can 1 1 surrounds the inner liner 12, andthe inner liner 12 surrounds the chamber 15. The combustor can 1 1 and inner liner12 do not contact one another but rather define a channel 16 through which air from acompressor section (not shown) ﬂows before entering the chamber 15. In theembodiment shown in the drawings, the inner liner 12 is supported within thecombustor can 1 1 by a perforated ﬂange 13. The inner liner 12 may also besupportably attached to fuel nozzles, preferably in a loose-fitting manner to allow for thermal expansion.
Moving sequentially downstream, the combustor 10 includes a premix duct 30, acatalyst inlet 40, and a catalyst bed 41. In the embodiment shown in the dravvings, atits downstream end, the inner liner 12 is approximately adjacent the upstream end ofthe catalyst bed 41, and the supporting structure for the catalyst bed 41 is engaged bythe ﬂange 13 for coaxial alignment with the inner liner 12. The catalyst bed 41 opensinto a turbine section (not shown), which typically includes a turbine inlet and turbine wheel (not shown). In an alternative embodiment, the catalyst bed 12 is not in coaxial alignment with the inner liner 12, but is angled with respect to the axis of the inner liner 12 as may be appropriate for a given application.
The preheater 20 is a type of diffusion-ﬂame burner that is of conventionalconstruction, utilizing at least one preheater fuel nozzle 2 1 surrounded by one or moreair swirlers 22 that serve to introduce air and stabilize the ﬂame when the combustoris operating in a preheater mode. In the best mode of practicing the present invention,a single preheater fuel nozzle is used and is positioned parallel to an axis of thecombustor, extending from the upstream end 14, and has its outlet surrounded by anaxial air swirler. When liquid fuel is used, the at least one preheater fuel nozzle ispreferably of the pressure or airblast type. The preheater also includes an igniter 23 forigniting the air and fuel that is to be combusted. In alternative embodiments, sparkplugs, glow plugs, torches or other means for igniting a diffusion ﬂame burner are employed in place of the igniter 23.
Catalytic combustion is possible only when the combustor inlet temperature exceeds aminimum value that is a function of the catalyst formulation. This is typically about700 F. Thus the preheater is required for engine starting and for accelerating theengine to the speed necessary to obtain an adequate combustor inlet temperature.Once this condition has been reached, the preheater can be shut off. At this point aseparate fuel delivery system 32 is used to introduce fuel into the premix duct 30,where the fuel is evaporated (if liquid rather than gaseous fuel is used) and mixed withthe incoming air. The resulting fuel-air mixture is then introduced into the catalyst bed 41.
The combustor 10 also includes a plurality of primary air orif1ces 25 and a plurality ofsecondary air orif1ces 35 in the inner liner 12 doWnstream of the preheater fuel nozzle21 and air swirlers 22. The primary air orifices 25 introduce additional air into thepreheater 20 to enhance combustion in the preheater mode of operation. In a preferredembodiment, there are six primary air oriﬁces circumferentially spaced around theinner liner 12. The air entering the preheater 20 through the primary air oriﬁces 25further stabilizes the ﬂame by recirculating towards the preheater fuel nozzle 2 1, whilealso diluting the reacting fuel-air miXture to a level appropriate for relatively low NOX and soot production.
Downstream of the primary air orifices 25, a plurality of secondary air orif1ces 35further reduces the reaction temperature and provides mixing of the fuel-air charge. Itis desirable that the temperature reduction and the mixing of the fuel-air charge aresuff1cient to prevent damage to the Catalyst and to minimize wear on the catalystduring preheater operation. In a preferred embodiment, there are twelve secondary airorif1ces spaced circumferentially around the inner liner 12, and the secondary orif1ceshave a generally racetrack shape vvith the longer dimension oriented parallel to the axis of the inner liner 12.
As pointed out in US-6,223,537 it is important to prevent damage to the catalyst.However, with the design shown in Fig. 1 it is virtually impossible to avoid that sootwill be deposited inside the inner liner 12 at the catalyst inlet 40, and to some extentalso in the catalyst 41. Therefore, the inventors devised the present invention that now will be described with reference to Fig. 2 In Figs. 2a and 2b a schematic illustration is given of the prior art device and of the invention, respectively.
Thus, as can be seen in Fig. 2a there is provided only one fuel nozzle that is used forproviding an initial ﬂame so as to pre-heat the system, and separate fuel nozzles forfeeding fuel once the pre-heating ﬂame is shut off. The pre-heating nozzle is arranged in-line with the catalyst.
In Fig. 2a an embodiment of the present system is shown schematically. Here there isprovided a pre-heating compartment separated from the catalytic reactioncompartment, and in particular the pre-heating compartment is arranged in thermalcontact with the reaction compartment. The hot gases during pre-heating are fed to thereaction compartment via a turbulator arranged as an inlet to the reaction compartment.
Thus, a catalytic reactor system is shown schematically and generally designated with reference 100.
It comprises a reactor housing 103, preferably made of steel. The reactor housing is subdivided in two main compartments A, B, one reactor compartment A in which the reactions take place and which in turn is subdivided in three sub-compartments 1 10,1 12, 1 13 (to be described) and one control compartment B housing valves and other control devices.
The reaction compartment A comprises a pre-heating chamber 1 12, a mixing reactorchamber 1 10, and a catalyst 1 13 which forms its own compartment by virtue of itsown inherent structural constitution. The catalyst is of the honeycomb type, and can be metallic or ceramic.
The control compartment B is separated from the reactor compartment A by a partitionwall PW. The control compartment communicates with the reactor compartment via atleast one orifice (not shown) through which air can be supplied to the pre-heatingchamber 1 12. For supplying the air there is provided an air delivery means, such as afan or a compressor, connected to the control compartment, suitably attached directlyto the reactor housing, although it could be a separate unit connected to the reactor via pipes or tubes.
Provided inside the control compartment B there are valves. A primary fuel valve 105 isprovided for supplying fuel to the mixing reactor chamber 1 10, and a secondary valve104 is provided for supplying fuel to the pre-heating chamber 1 12. Both valves areconnected to the same fuel delivery means (not shown) via tubes or pipes, the fueldelivery means suitably being a pump, which in turn is connected to a fuel tank (notshown). Each fuel valve is provided with a respective nozzle 107, 109 for atomizing thefuel and inject the atomized fuel in the respective chamber. Although only one valve isshown for air and fuel respectively, it is of course possible to provide a plurality of nozzles within the inventive idea.
In order to provide proper mixing inside the mixing reactor chamber 1 10 there isprovided a channel CH for passing the gaseous mixture from the pre-heating chamber1 12 to a turbulator. The turbulator can simply be an opening, aperture or orifice, or aplurality of openings/apertures/orifices forming an abrupt deﬂection of the gaseous ﬂow, which creates turbulence.
In Fig. 3 a specific and preferred embodiment of the invention is illustrated. Thus, a catalytic combustor generally designated 300 is shown. It has the same general constitution as the schematically shown combustor of Fig. 2b, and similar features aregiven the same reference numerals as in Fig. 2b, but With the suffix “30”. However, there are some specific details that enhances the operation of the apparatus.
In order to provide for the pre-heating of the catalytic burner necessary for achievingthe required temperature in operation, there is a partition member 31 la arrangedaround the circumference of the catalytic reaction chamber 310. It is attached to thepartition wall PW at one end and leaves a preferably circumferential slit 316 at theopposite end such that the hot gases generated in the pre-heating compartment 312 will ﬂow along the outer surface of the reaction chamber and heat it.
In a particular embodiment there is a dedicated ﬂame tube FT (shown in dotted lines),essentially having a circular cross-section, provided in the pre-heating chamber 312. Itis attached to the partition wall PW such that it surrounds the atomizing nozzle 309.The ﬂame tube is preferably of a circular cross-section, although this is not strictlynecessary. The size and shape of the ﬂame tube FT is such that the ﬂame at theopening of the tube is optimized for the combustor at hand. It will be a matter ofconstructive testing pertaining to the field of the skilled man, without any need for inventive work to optimize the ﬂame tube.
The operation of the reactor system according to the invention will now be described with reference to the embodiment shown in Fig. 3.
For the embodiment shown in Fig. 3, the combustor is optimized for severaloperations, start-up, pre-heating and normal operation - all designed to minimize emissions and optimize performance.
The system is started by blowing air into the system, by the air fan 302 (shownschematically in Fig. 3), the air 303 enters the reactor space through the orifice 308,and enters the control compartment B, and then the air passes through the partitionwall PW via a nozzle 308' and further through the entire reactor system, before exitingthe reactor at the end of the catalyst 313. Ignition is achieved by opening thesecondary fuel valve, schematically indicated at 304, whereby the fuel is atomized andfed into the reactor by a fuel nozzle 309. Then the ignition electrode 315 is energized, by which sparks are formed in the atomized fuel / air mixture.
When ignition is achieved the air fan, is adjusted to provide optimal conditions for theﬂame combustion used in the pre-heating process. The warm gases produced from theﬂame combustion passes through the pre-heating chamber 312, around the ﬂameshield 31 1 and into the catalytic mixing reactor chamber 310, through the turbulator314, before passing over the catalyst 313.
In the shown embodiment the turbulator 314 consists of a plurality of oval oriﬁces 314' arranged around the periphery of the tubular reaction chamber 310.
The air is transferred from the turbulator 314 into the reaction chamber by means of anovel swirler in order to achieve a homogeneous mixture between air and fuel. Theswirler comprises deﬂection elements 314” arranged circumferentially around a fuel nozzle 307 in the reaction chamber 310.
By allowing the combustion gases to pass over the entire interior of the system it ispossible to quickly transfer the heat from the combustion to the reactor system, whileat the same time preventing soot formed when starting of the pre-heating process, toreach the catalyst, as this soot is collected on the distal wall 31 lb in the pre-heatingchamber 312 and will be burned away as the pre-heating process reaches the operational temperature.
When the desired temperature has been reached in catalytic mixing chamber 310, thesecondary fuel valve 304 is closed; the air is then adjusted to the normal catalyticoperation mode and the primary fuel valve 305 is opened and atomized fuel is injected by the fuel nozzle 307, into the main mixing chamber 310.
The heat produced in the pre-heating process is transferred from the reactor walls tothe incoming air and by so it is possible to vaporize the fuel by mixing the fuel with the preheated air and transport the air/ fuel mixture to the catalyst 313.
When the vaporized air-fuel mixture comes in contact with the catalyst 313, thecatalytic combustion process starts and heat is produced directly in the catalyst. Theheat produced in the catalyst 313, is used to both maintain heat in the mixing chamber 310, during operation and primarily to provide heat to external applications.
By Operating the catalytic combustion at high air-to fuel ratios it is possible toeliminate nitrous oxides (NOX), carbon monoxide (CO) and other hydrocarbonemissions from the heater as well as to increase the efficiency of the heater enablingthe design of a clean heater for both automotive and other mobile and stationary applications.

权利要求:
Claims (10)
[1] 1. A fuel injection system for a catalytic burner (310, 313), comprising: preheating means (308', 309, 315; FT) for preheating the catalytic burner (310,313); primary fuel supply means (307) for supplying fuel to the catalytic burner (310,3 1 3); characterized in that the preheating means (308', 309, 315 ; FT) and the primary fuel supply means(307) are provided in separate compartments (310, 312), said compartments being connected with each other via a channel (CH).
[2] 2. The system as claimed in claim 1, Wherein the primary fuel supply means (307) isarranged in a catalytic reactor chamber (310), and Wherein the preheating means(308', 309, 315; FT) is arranged in a preheating compartment (312) arranged adjacent to said reactor chamber (310) and in heat transfer contact therewith.
[3] 3. The system as claimed in claim 2, Wherein said channel (CH) has an inlet at an endof said preheating compartment (312) opposite to the end where the preheating means(308', 309, 315 ; FT) is arranged, and an outlet opening into the catalytic reactionchamber (310) at the end near said primary fuel supply means (307).
[4] 4. The system as claimed in claim 1 or 2, Wherein the preheating means (308', 309,315 ; FT) comprises a preheating burner, having a fuel atomizing nozzle (309) and a secondary fuel supply means for feeding fuel to the preheating burner.
[5] 5. The system as claimed in claim 3 or 4, further comprising a ﬂame tube (FT) arranged around the preheating burner.
[6] 6. The system as claimed in claim 4 or 5, Wherein the primary fuel supply means (307) comprises a fuel atomizing nozzle. 11
[7] 7. The system as claimed in any of claims 2-6, Wherein the reaction Chamber (310)further is provided With a plurality of orifices (314') arranged in the vicinity of theatomizing nozzle (307), the reaction Chamber (310) preferably having a Circular cross- section and said openings preferably being arranged circumferentially.
[8] 8. The system as claimed in any of claims 7, Wherein the channel connecting theseparate adjacent Compartments is provided by a partition member (31 lb) attached tothe partition Wall (PW) arranged circumferentially around the reaction Chamber (310)and having an extension essentially in parallel With the reaction Chamber and a lengthsuch that there is formed an opening (316) at an end thereof at the opposite end from the partition wall (PW).
[9] 9. The system as claimed in any preceding claim, further comprising an air inlet (308; 308) in the partition Wall (PW) and opening in to the pre-heating Compartment (312).
[10] 10. The system as claimed in any preceding claim, further comprising a Catalyst bed (313) in the reaction Chamber (310) at the distal end thereof.

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同族专利:

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引用文献:

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CN101206027B|2006-12-21|2010-12-15|中国科学院工程热物理研究所|Method for steady operation of low concentration firedamp gas switching catalytic reaction|

SE530775C2|2007-01-05|2008-09-09|Zemission Ab|Heating device for catalytic combustion of liquid fuels and a stove comprising such a heating device|

DE102008001815A1|2008-05-15|2009-11-19|Webasto Ag|Mobile heater|

KR101040885B1|2009-05-28|2011-06-16|삼성에스디아이 주식회사|Catalytic Combustor and Fuel Reformer having the same|

法律状态:

优先权:

申请号 | 申请日 | 专利标题

SE1250495A|SE536578C2|2012-05-15|2012-05-15|Fuel injection system for use in a catalytic heater and reactor for conducting catalytic combustion liquid fuels|SE1250495A| SE536578C2|2012-05-15|2012-05-15|Fuel injection system for use in a catalytic heater and reactor for conducting catalytic combustion liquid fuels|

EP13790273.0A| EP2850365B1|2012-05-15|2013-05-14|Catalytic heater and reactor for operating catalytic combustion of liquid fuels|

JP2015512604A| JP6152417B2|2012-05-15|2013-05-14|Fuel injection system used in catalyst heaters and reactors for catalytic combustion of liquid fuel|

CN201380025318.9A| CN104583677B|2012-05-15|2013-05-14|Fuel injection system in the catalytic heater and reactor of operating liquid fuel catalytic combustion|

PCT/SE2013/050534| WO2013172770A1|2012-05-15|2013-05-14|Fuel injection system for use in a catalytic heater and reactor for operating catalytic combustion of liquid fuels|

US14/400,831| US9964302B2|2012-05-15|2013-05-14|Fuel injection system for use in a catalytic heater and reactor for operating catalytic combustion of liquid fuels|

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