The present disclosure relates to a diesel engine in general and more specifically to
a diesel engine equipped with a solvent injection system. In particular, the
disclosure relates to the diesel engine having solvent injected into the intake air
stream to control exhaust gas emissions.
10 BACKGROUND
Internal combustion emissions are one of the main causes of air pollution. Such
emissions include unburned hydrocarbons (HC) formed in the combustion process,
nitrogen oxides (NOx), carbon monoxide (CO), and particulate matter (PM). To
reduce the quantities of these emissions, governments have imposed emission
15 standards. Over time, the standards have required lower and lower levels of
emissions. For this purpose, various emission norms or standards have been
enforced to govern the permitted level of emissions from diesel engines widely used
in the transport sector, off-road vehicles, and used for small power generation.
There have, accordingly, been many and diverse attempts to reduce the levels of
20 emissions, both newly manufactured engines, and previously manufactured
engines, through modification and adding types of equipment in the engines.
The harmful combustion products produced by a conventional diesel engine include
nitrogen oxides (NOx), carbon monoxide (CO), and various hydrocarbons formed
25 from the incomplete combustion of the diesel fuel. Other gaseous emissions include
oxides of sulfur, generally referred to as SOx. Also, solid carbon particles are
produced which enter the exhaust in the form of soot or ash, also known as
particulate matter (or PM). Oxides of nitrogen (referred to collectively as NOx) are
a considerable component of diesel engine emissions. These oxides of nitrogen are
30 known to be poisonous to the environment and dangerous to human health. Once
3
dispersed into the atmosphere, NOx decomposes and contributes to air pollution
and acid rain.
The present disclosure is directed toward a solvent injection system for internal
5 combustion engines and more particularly toward a system that is adapted to be
used with the diesel engine. The advantages of adding solvent to the air-fuel mixture
of an internal combustion engine are well known and described in the prior art such
as EP Pat. No. 2014903A1. These advantages are also recognized in diesel engines
such as described in, for example, U.S. Pat. Nos. 4,958,598, 7,216,607 B2 and
10 2007/0131180 A1.
It is desirable to reduce the harmful emissions from diesel engines, particularly NOx
emissions. However, previous attempts to reduce NOx emissions are more complex
and typically resulted in adjustments or usage of air compressors and an increase in
15 the other harmful emissions produced by diesel engines or increased fuel
consumption. It is, therefore, an object of the present disclosure to reduce harmful
emissions, particularly of NOx, without an increase in HC emission and maintain
acceptable fuel consumption.
20 The present disclosure is directed to overcome one or more limitations stated above
or any other limitations associated with the prior art.
SUMMARY OF THE DISCLOSURE
The present disclosure overcomes one or more drawbacks of conventional
25 arrangements as described in the prior art and provides additional advantages
through an arrangement as claimed in the present disclosure. Additional features
and advantages are realized through the techniques of the present disclosure. Other
embodiments and aspects of the disclosure are described in detail herein and are
considered a part of the claimed disclosure.
30
4
In one non-limiting embodiment of the present disclosure, a solvent injection
system for reducing exhaust emissions in a diesel engine is disclosed. The solvent
injection system comprises a solvent tank configured to store a solvent, at least one
solvent injector disposed of in an intake manifold of the engine. The solvent injector
5 is configured to supply the solvent into an airstream of the intake manifold. The
system further comprises a plurality of sensors for detecting one or more engine
parameters of the diesel engine and an electronic control unit configured to receive
a signal from the plurality of sensors and control the actuation of injection of the
solvent in the intake manifold based on the signal received from the sensors. The
10 solvent injector is mounted on the intake manifold at an optimized location and
orientation based on the reduction in the exhaust gas emissions of the diesel engine
(4).
In an embodiment of the present disclosure, the solvent injector is located at a
15 distance of range 43 mm – 47 mm from a mounting face of the intake manifold and
a distance of range 38 mm – 42 mm from an X-X axis of the intake manifold.
In an embodiment of the present disclosure, the solvent injector is preferably
located at a distance of 45.5 mm from the mounting face of the intake manifold and
20 the distance of 40 mm from the X-X axis of the intake manifold.
In an embodiment of the present disclosure, the solvent injector is oriented at an
angle of range 115° - 130° from the X – X axis of the intake manifold.
25 In an embodiment of the present disclosure, the solvent injector is preferably
oriented at an angle of 120° from the X – X axis of the intake manifold.
In an embodiment of the present disclosure, the plurality of sensors configured to
sense the engine parameters are a throttle position sensor, an engine oil temperature
30 sensor, and an engine rpm sensor.
5
In an embodiment of the present disclosure, the solvent injection system comprises
a pump configured to supply pressurized solvent from the solvent tank to the solvent
injector.
5 In an embodiment of the present disclosure, the solvent is a potable water.
In an embodiment of the present disclosure, the solvent injection system comprises
a solvent presence sensor configured to transmit a signal, when the solvent level in
the solvent tank drops below a predetermined minimum level.
10
In an embodiment of the present disclosure, the solvent injector is operationally
configured with the electronic control unit so as to achieve the opening of the
solvent injector for a predetermined period based on the signal received from the
plurality of sensors corresponding to the engine parameters.
15
In an embodiment of the present disclosure, the solvent injector is an
electromechanical atomizing nozzle.
In an embodiment of the present disclosure, the electronic control unit is configured
20 to actuate the solvent injector when a rotational speed and a throttle position in the
diesel engine reach a predetermined level.
In an embodiment of the present disclosure, an internal combustion engine
comprising the solvent injection system is disclosed.
25
The foregoing summary is illustrative only and is not intended to be in any way
limiting. In addition to the illustrative aspects, embodiments, and features described
above, further aspects, embodiments, and features will become apparent by
reference to the drawings and the following detailed description.
30
BRIEF DESCRIPTION OF FIGURES
6
The novel features and characteristics of the disclosure are set forth in the
description. The disclosure itself, however, as well as a preferred mode of use,
further objectives, and advantages thereof, will best be understood by reference to
the following description of an illustrative embodiment when read in conjunction
5 with the accompanying drawings. One or more embodiments are now described, by
way of example only, with reference to the accompanying drawings wherein like
reference numerals represent like elements and in which:
Figure 1 illustrates a schematic view of a solvent injection system in accordance
10 with the present disclosure.
Figure 2 illustrates a schematic view of a solvent injector integrated on an intake
manifold of the diesel engine in accordance with the present disclosure.
15 The figures depict embodiments of the disclosure for purposes of illustration only.
One skilled in the art will readily recognize from the following description that
alternative embodiments of the assemblies and methods illustrated herein may be
employed without departing from the principles of the disclosure described herein.
20 DESCRIPTION OF THE PRESENT DISCLOSURE
While the invention is subject to various modifications and alternative forms,
specific embodiment thereof has been shown by way of example in the figures and
will be described below. It should be understood, however that it is not intended to
limit the invention to the particular forms disclosed, but on the contrary, the
25 invention is to cover all modifications, equivalents, and alternatives falling within
the scope of the invention.
It is to be noted that a person skilled in the art can be motivated by the present
invention and can perform various modifications. However, such modifications
30 should be construed within the scope of the invention. Accordingly, the drawings
are showing only those specific details that are pertinent to understanding the
7
embodiments of the present invention so as not to obscure the disclosure with
details that will be readily apparent to those of ordinary skill in the art having the
benefit of the description herein.
5 The terms “comprises”, “comprising”, or any other variations thereof, are intended
to cover a non-exclusive inclusion, such that an assembly, setup, system, device
that comprises a list of components does not include only those components but
may include other components not expressly listed or inherent to such system or
device or setup. In other words, one or more elements in the system or apparatus or
10 device proceeded by “comprises a” does not, without more constraints, preclude the
existence of other elements or additional elements in the assembly or system or
apparatus. The following paragraphs explain the present disclosure.
A solvent injection system for a diesel engine (4) that reduces NOx emissions is
15 disclosed in the present disclosure. A solvent is injected into the combustion
chamber through an intake manifold (3) in an optimized proportion to a fuel. In the
present disclosure, the solvent injection system starts working when engine speed
reaches an optimized value. Once the engine speed reaches the predetermined
value, a solvent injector (5) starts working. The solvent injection quantity is
20 continuously varied based on engine parameters such as temperature, load, and
speed. Once the engine speed reaches below or above the predetermined value, the
injector turns off. The solvent injection system of the present disclosure reduces
harmful exhaust emissions from the diesel engine (4). In an embodiment of the
present disclosure, the solvent injection system also includes a solvent nozzle
25 configured to inject solvent into the airstream in the intake manifold (3) of the diesel
engine (4). In a preferred embodiment, the solvent injector (5) is an
electromechanical atomizing nozzle. The solvent injected into the air evaporates
and a humidified air enters the diesel engine's combustion chamber. NOx is formed
in the combustion chamber due to the high temperature reached during the
30 combustion process. The water/solvent droplets present in the air are converted into
steam by absorbing the heat from the combustion chamber, hence this phase
8
conversion of solvent/water helps in reducing the combustion chamber temperature
of the engine (4) hence reduces harmful exhaust emissions, particularly NOx
emissions.
5 FIG. 1 shows an embodiment of the solvent injection system designed to reduce
harmful emissions from the diesel engine (4). The diesel engine (4) comprises a
cylinder (not shown in figures). Inside the cylinder is a piston, including piston
rings. Within the cylinder and above the piston is defined as the combustion
chamber. Two manifolds are configured in the combustion chamber, the intake
10 manifold (3), and an exhaust manifold. Air intake flows to the combustion chamber
during the suction stroke when the camshaft opens the intake valve. Exhaust gases
are expelled from the combustion chamber when during the exhaust stroke when a
camshaft opens the exhaust valve. Also, a mechanical fuel injector is used to inject
the diesel fuel into the combustion chamber. The fuel is supplied to the injector by
15 a mechanical fuel injection pump at a pressure of around 400 bar. The diesel engine
(4) is a standard four-stroke diesel engine. The atmospheric air is drawn into the
intake system during the suction stroke of the engine. Atmospheric air travels
through an air filter (1) and then passes through an air intake hose (2). From there,
air enters the intake manifold (3) of the diesel engine (4).
20
The solvent injection system for reducing exhaust gas emissions in the diesel engine
(4) comprises a solvent tank (6) configured to store a solvent, at least one solvent
injector (5) disposed of in an intake manifold (3) of the engine, a plurality of sensors
(19, 20, 21) for detecting one or more engine parameters of the diesel engine (4)
25 and an electronic control unit (18) configured to receive a signal from the plurality
of sensors and control the actuation of injection of the solvent in the intake manifold
(3) based on the signal received from the sensors (19, 20, 21). The solvent injector
(5) is mounted on the intake manifold (3) at an optimized location and orientation
based on the reduction in the exhaust gas emissions of the diesel engine (4)
30
9
The intake manifold (3) of the diesel engine (4) is provided with a provision of
incorporating the solvent injector (5). FIG. 2 of the present disclosure shows the
intake manifold (3) in which a hole is provided for the insertion of the solvent
injector (5). The solvent injector (5) is configured to inject the solvent into the
5 intake manifold (3) of the diesel engine (4) where the injected solvent gets mixed
in the airstream and carried into the combustion chamber.
The electronic control unit (18) is configured to monitor and control the quantity
and timing of injection of the solvent in the intake manifold (3) based upon certain
10 engine parameters such as temperature, load, and speed of the engine, etc. The
engine parameters can be sensed by the plurality of sensors. In a preferred
embodiment, a throttle position sensor (19), an engine oil temperature sensor (20),
and an engine rpm sensor (21) are used to sense the engine parameters. All these
sensors are mounted on the diesel engine (4) and are controlled by the electronic
15 control unit (18). The throttle position sensor (19) is configured for detecting the
depression of the throttle of the diesel engine. The engine oil temperature sensor
(20) is configured for detecting the operating engine temperature of the diesel
engine. The engine rpm sensor (21) is configured for detecting the rotational speed
of the diesel engine. The electronic control unit (18) senses one or more engine
20 parameters and correspondingly adjusts the flow rate of the solvent. In an
embodiment, the electronic control unit (18) is operationally configured with the
solvent injector (5) so as to achieve the opening of the solvent injector (5) for a
predetermined period based on the signal received from the plurality of sensors (19,
20, 21) corresponding to the engine parameters. A battery (22) is configured to
25 power the electronic control unit (18) of the system.
The solvent for the system is supplied from the solvent tank (6) which is mounted
on a chassis of the vehicle or any other convenient location where the mounting
place is available. In a preferred embodiment, the solvent is a potable water. In
30 another embodiment, the solvent is a mixture of potable water with a small quantity
of alcohol and or little quantity of additives as per the requirement. The possible
10
additives that may be used, but are not limited to, are methanol, ethanol, anti-rust
additives, etc. The specific formulation of the solvent mixture best suited for use in
a vehicle depends upon the specific type of diesel engine in the vehicle. The
pollution-reduction benefits of the present disclosure are dependent on the
5 availability of solvent in the solvent tank (6). If the solvent tank (6) becomes empty
and the solvent is not added to it, the diesel engine (4) will not be able to emit
desired lower emissions. Therefore, in the preferred embodiment, a solvent
presence sensor is provided that is connected to a warning indicator that generates
and transmit a signal to the operator when the solvent level in the solvent tank (6)
10 drops below a predetermined minimum level. The warning indicator is provided on
the dashboard of the vehicle. The solvent may be added to the solvent tank (6) by
removing a solvent filling cap (24) mounted at the top of the solvent tank (6).
A flexible line (7) is connected at the bottom of the solvent tank (6) to a solvent
15 filter (8) inlet. The solvent filter (8) is used to prevent any foreign matter from
entering inside a discharge line (9). The output of the solvent filter (8) is connected
to the suction of a diaphragm pump (10). The diaphragm pump (10) is configured
to supply pressurized solvent from the solvent tank (6) to the solvent injector (5).
In an embodiment, the diaphragm pump (10) is a rotary type and driven by a motor
20 using a 12 or 24 V DC supply. The motor is connected with the electronic control
unit (18) through a booster (23). The booster (23) is directly connected to the battery
or via the electronic control unit (18) as per requirement and the electronic control
unit (18) is configured to switch ON/OFF the booster (23) depending upon the
vehicle running condition.
25
The output side of the diaphragm pump (10) is connected by the way of a pressure
line (14) through a junction (13). The junction (13) is a mechanical four-way
connector, one side of the junction (13) is connected to a solvent input (11) from
the diaphragm pump (10) and the second output is connected to the solvent injector
30 (5), the third side is connected to a solvent return line (17) through an
electromechanical nozzle (12) to maintain the pressure inline and the fourth side is
11
a pressure switch (13) mounted on the junction, generally, it is ON type. The
pressure switch (13) is an electrical circuit. If the pressure is low in the system, then
it provides a signal to the electronic control unit (18). A pressure gauge (15) is used
in the pressure line (14) to check the pressure in the line during testing. The solvent
5 flows through the pressure line (16) to the solvent injector (5).
The solvent injector (5) is mounted on the air intake manifold (3). The solvent
injector (5) mounting position and mounting angle are represented in FIG.2. The
intake manifold (3) is having a planar mounting face (25) on one side thereof for
10 sealing engagement with the combustion chamber of the cylinder to close the ends
of the cylinder and to define therewith recessed combustion chambers opening
through the said mounting face (25). In an embodiment, the inner diameter of the
intake manifold (3) is in the range of 30 mm to 42 mm, preferably 36 mm. The
solvent injector (5) is located at a distance in the range of 43 mm – 47 mm from a
15 mounting face (25) of the intake manifold (3) and a distance of range 38 mm – 42
mm from an X-X axis of the intake manifold (3). In an embodiment, the solvent
injector (5) is preferably located at a distance of 45.5 mm from the mounting face
(25) of the intake manifold (3) and a distance of 40 mm from a central horizontal
axis X-X of the intake manifold (3). The solvent injector (5) is oriented at an angle
20 of range 115° - 130° from the X – X axis of the intake manifold (3) as shown in
FIG. 2. In an embodiment, the solvent injector (5) is oriented at an angle of 120°
from the X – X axis of the intake manifold (3). Tn optimized injector location and
orientation is based on the maximum reduction in the exhaust gas emissions of the
diesel engine (4). The appropriate location and orientation of the solvent injector
25 (5) help in better distribution and mixing of the solvent with the air. In an
embodiment, the spray angle of the solvent injector (5) is 16°. Tests are performed
for evaluating the best performance at different solvent injection pressure. Different
injection pressures are tried to reduce emissions. The injection pressure between
240~300KPa absolute is selected for the solvent injection system. More preferably,
30 the injection pressure between 230~270KPa absolute is observed for the best
performance of the solvent injection system.
12
A solvent injector opening is controlled by the electronic control unit (18) in
microsec (µsec). The duration of injection is called pulse width (µsec) and depends
upon the load, speed, and engine temperature. The solvent injector (5) injects the
5 appropriate quantity of solvent as a fine droplet as the spray angle of the injector
(5). The electronic control unit (18) also controls the switch ON/OFF of the solvent
injection system depends upon the vehicle running condition.
TESTING
10 Tests of various embodiments of the present invention were performed on engine
and vehicle on an engine dynamometer and chassis dynamometer test facilities
respectively. The controlled test program was conducted on an oil-cooled + air
cooled diesel engine with the intent of demonstrating the performance of the solvent
injection system as disclosed in the present disclosure. The diesel engine which is
15 configured for testing purposes is having a 430 cc engine capacity. A program was
arranged with two test engine configurations - first as a baseline i.e. for
conventional diesel engine and the other for the modified diesel engine with solvent
injection system in operation. After optimizing the different solvent injection
system parameters on the engine dynamometer, the engine was fitted on the vehicle
20 (on a three-wheeler) to check the emission on the chassis dynamometer as per the
Indian driving cycle. The evaluation was comprised of a series of simulation
protocol emission tests, which started with one baseline test followed by several
consecutive tests on the modified diesel engine fitted on the vehicle.
25 The general trend showed that the operation of the solvent injection system impacts
practically all of the engines’ parameters. With the solvent injection system in
operation, the test results showed that the mass emission of NOx was reduced by
up to 45% compared to a conventional diesel engine. The vehicle meets the BS-VI
emissions norms on the chassis dynamometer with a comfortable margin. Further,
30 the engine performance was improved significantly, and the engine overheats
problem was improved.
13
Testing of the solvent injection system has shown that fuel economy can be
maintained and an approximately 45% reduction in NOx emissions in comparison
to conventional diesel engines is achieved when the solvent is inserted in a
5 particular proportion. The reduction in emissions is a cumulative effect of solvent
injection, location of the injector and its orientation, injection pressure, time of
injection, and the quantity of solvent injection. Therefore, it is desirable to maintain
the optimum value of the solvent in the diesel engine (4) under any engine load.
This can be achieved by varying the amount of injected solvent in accordance with
10 the three signals: from the throttle position sensor (19), the engine oil temperature
sensor (20), and the engine rpm sensor (21). The solvent injection is initiated only
when the signals from both the engine rpm sensor (21) and the throttle position
sensor (19) have reached a predetermined level. Once the engine speed reaches
below the predetermined level, the solvent injector (5) turns off. The optimum
15 values for each parameter that leads to optimal results to perform the testing as
mentioned in the present disclosure are shown below in Table 1:
Table 1: Optimum values of engine and solvent parameter
Sr. No. Description Parameter
1 Total engine capacity 430 cc
2 Engine oil temperature 0° ~ 120° C
3 Engine RPM 1500 ~ 3600 rpm
4 Engine load 8 Nm ~ 20 Nm
5 Solvent Pressure 2.3-2.7 bar (Abs)
6 Frequency of solvent injection One injection/revolution
or
One Injection/cycle (in 2 revolutions)
7 Duration of injection (µsec) 1800 ~9000 (µsec)
8 Solvent injection quantity 4 mg ~ 7 mg/ stroke
14
Based on these tests the following proven technology benefit can be formulated:
Environmental Benefits:
• NOx emissions reduction of up to 45% in comparison to a
conventional diesel engine.
5
Operational Benefits:
The existing engine is using Mechanical Injection technology in most of the singlecylinder diesel engines. The conventional approach to reduce emission, which is
adopted by most of the engine manufacture, is to develop a new engine with CRDi
10 technology which has a) higher cost b) complex design c) expertise service team
requirements d) higher maintenance cost. However, the solvent injection system of
the present disclosure provides the following advantages:
• The solvent injection system can be integrated on an existing diesel engine
to meet future emission norms like BS-VI in vehicles and also in power gen
15 set emission can be reduced.
• Low maintenance cost.
• Ease of serviceability.
• Lower investment as compared to CRDI technology.
20 As before stated, the solvent injection system is particularly and specifically
directed to the diesel engines and is useful to reduce NOx emissions which are very
harmful to the environment. The device/system of the present disclosure is also very
useful because it can be used with new diesel engines, as well as it is easy to retrofit
on existing diesel engines as clearly illustrated by the description of FIG. 1.
25
The inventors have developed the invention, so that advantage can be achieved in
an economical, practical, and facile manner. While preferred aspects and example
configurations have been shown and described, it is to be understood that various
further modifications and additional configurations will be apparent to those skilled
30 in the art. It is intended that the specific embodiments and configurations herein
15
disclosed are illustrative of the preferred nature of the invention and should not be
interpreted as limitations on the scope of the invention.
It is to be understood that a person of ordinary skill in the art may develop a system
5 of similar configuration without deviating from the scope of the present disclosure.
Such modifications and variations may be made without departing from the scope
of the present invention. Therefore, it is intended that the present disclosure covers
such modifications and variations provided they come within the ambit of the
appended claims and their equivalents.
10
Equivalents:
With respect to the use of substantially any plural and/or singular terms herein,
those having skill in the art can translate from the plural to the singular and/or from
the singular to the plural as is appropriate to the context and/or application. The
15 various singular/plural permutations may be expressly set forth herein for sake of
clarity.
It will be understood by those within the art that, in general, terms used herein, and
especially in the appended claims (e.g., bodies of the appended claims) are
20 generally intended as “open” terms (e.g., the term “including” should be interpreted
as “including but not limited to,” the term “having” should be interpreted as “having
at least,” the term “includes” should be interpreted as “includes but is not limited
to,” etc.). It will be further understood by those within the art that if a specific
number of an introduced claim recitation is intended, such an intent will be
25 explicitly recited in the claim, and in the absence of such recitation, no such intent
is present. For example, as an aid to understanding, the following appended claims
may contain usage of the introductory phrases “at least one” and “one or more” to
introduce claim recitations. However, the use of such phrases should not be
construed to imply that the introduction of a claim recitation by the indefinite
30 articles “a” or “an” limits any particular claim containing such introduced claim
recitation to inventions containing only one such recitation, even when the same
16
claim includes the introductory phrases “one or more” or “at least one” and
indefinite articles such as “a” or “an” (e.g., “a” and/or “an” should typically be
interpreted to mean “at least one” or “one or more”); the same holds true for the use
of definite articles used to introduce claim recitations. In addition, even if a specific
5 number of an introduced claim recitation is explicitly recited, those skilled in the
art will recognize that such recitation should typically be interpreted to mean at
least the recited number (e.g., the bare recitation of “two recitations,” without other
modifiers, typically means at least two recitations or two or more recitations).
Furthermore, in those instances where a convention analogous to “at least one of A,
10 B, and C, etc.” is used, in general such a construction is intended in the sense one
having skill in the art would understand the convention (e.g., “a system having at
least one of A, B, and C” would include but not be limited to systems that have A
alone, B alone, C alone, A and B together, A and C together, B and C together,
and/or A, B, and C together, etc.). In those instances, where a convention analogous
15 to “at least one of A, B, or C, etc.” is used, in general, such a construction is intended
in the sense one having skill in the art would understand the convention (e.g., “a
system having at least one of A, B, or C” would include but not be limited to
systems that have A alone, B alone, C alone, A and B together, A and C together,
B and C together, and/or A, B, and C together, etc.). It will be further understood
20 by those within the art that virtually any disjunctive word and/or phrase presenting
two or more alternative terms, whether in the description, claims, or drawings,
should be understood to contemplate the possibilities of including one of the terms,
either of the terms or both terms. For example, the phrase “A or B” will be
understood to include the possibilities of “A” or “B” or “A and B.” While various
25 aspects and embodiments have been disclosed herein, other aspects and
embodiments will be apparent to those skilled in the art. The various aspects and
embodiments disclosed herein are for purposes of illustration and are not intended
to be limiting, with the true scope and spirit being indicated by the following claims.
30 LIST OF REFERENCE NUMERALS:
17
Description Reference Number
Air filter 1
Air intake hose 2
Intake manifold 3
Diesel engine 4
Solvent injector 5
Solvent tank 6
Flexible line 7
Solvent filter 8
Discharge line 9
Diaphragm pump 10
Solvent input 11
Electromechanical nozzle 12
Pressure switch/ Junction 13
Pressure line 14
Pressure gauge 15
Solvent return line 17
Electronic control unit 18
Throttle position sensor 19
Engine oil temperature sensor 20
Engine rpm Sensor 21
Battery 22
Booster 23
Solvent filling cap 24
Mounting face 25

We Claim:

1. A solvent injection system for reducing exhaust gas emissions in a diesel
engine (4), the system comprising:
5 a solvent tank (6) configured to store a solvent;
at least one solvent injector (5) disposed of in an intake manifold (3) of the
engine, the solvent injector (5) is configured to supply the solvent into an airstream
of the intake manifold (3);
a plurality of sensors (19, 20, 21) for detecting one or more engine
10 parameters of the diesel engine (4); and
an electronic control unit (18) configured to receive a signal from the
plurality of sensors and control the actuation of injection of the solvent in the intake
manifold (3) based on the signal received from the sensors (19, 20, 21);
wherein the solvent injector (5) is mounted on the intake manifold (3) at an
15 optimized location and orientation based on the reduction in the exhaust gas
emissions of the diesel engine (4).
2. The solvent injection system as claimed in claim 1, wherein the solvent
injector (5) is located at a distance of range 43 mm – 47 mm from a mounting face
20 (25) of the intake manifold (3) and a distance of range 38 mm – 42 mm from an XX axis of the intake manifold (3).
3. The solvent injection system as claimed in claim 2, wherein the solvent
injector (5) is preferably located at a distance of 45.5 mm from the mounting face
25 (25) of the intake manifold (3) and the distance of 40 mm from the X-X axis of the
intake manifold (3).
4. The solvent injection system as claimed in claim 1, wherein the solvent
injector (5) is oriented at an angle of range 115° - 130° from the X – X axis of the
30 intake manifold (3).
19
5. The solvent injection system as claimed in claim 4, wherein the solvent
injector (5) is preferably oriented at an angle of 120° from the X – X axis of the
intake manifold (3).
5 6. The solvent injection system as claimed in claim 1, wherein the plurality of
sensors (19, 20, 21) configured to sense the engine parameters are a throttle position
sensor (19), an engine oil temperature sensor (20), and an engine rpm sensor (21).
7. The solvent injection system as claimed in claim 1 comprising a pump (10)
10 configured to supply pressurized solvent from the solvent tank (6) to the solvent
injector (5).
8. The solvent injection system as claimed in claim 1, wherein the solvent is a
potable water.
15
9. The solvent injection system as claimed in claim 1 comprises a solvent
presence sensor configured to transmit a signal, when the solvent level in the
solvent tank (6) drops below a predetermined minimum level.
20 10. The solvent injection system as claimed in claim 1 and claim 6, wherein the
solvent injector (5) is operationally configured with the electronic control unit (18)
so as to achieve opening of the solvent injector (5) for a predetermined period based
on the signal received from the plurality of sensors (19, 20, 21) corresponding to
the engine parameters.
25
11. The solvent injection system as claimed in claim 1, wherein the solvent
injector (5) is an electromechanical atomizing nozzle.
12. The solvent injection system as claimed in claim 1, wherein the electronic
30 control unit (18) is configured to actuate the solvent injector (5) when a rotational
speed and a throttle position in the diesel engine reaches a predetermined level.
20
13. An internal combustion engine comprising the solvent injection system as
claims in claims 1 – 12.