3/14/22, 2:55 PM Transonic Supercritical Fuel Injection Could Improve Gasoline Engines by 50-75 Percent

rexresearch.com

Michael CHEIKY

Supercritical Fluid Fuel

Injection

Transonic Combustion

http://www.tscombustion.com/tscitechnology.html

Transonic Combustion uses

supercritical-state fuel to radically shift the technological
benefits of the automotive internal combustion engine
This
technology was featured at the ARPA-E Innovation summit and has
DOE funding.

TSCi Fuel Injection achieves lean combustion and super efficiency

by running gasoline, diesel, and advanced bio-renewable fuels on
modern
diesel engine architectures. Supercritical fluids have
unusual physical properties that Transonic is harnessing for
internal combustion engine
efficiency. Supercritical fuel
injection facilitates short ignition delay and fast combustion,
precisely controls the combustion that minimizes
crevice burn and
partial combustion near the cylinder walls, and prevents droplet
diffusion burn. Our engine control software facilitates
extremely
fast combustion, enabled by advanced microprocessing technology.
Our injection system can also be supplemented by advanced
thermal
management, exhaust gas recovery, electronic valves, and advanced
combustion chamber geometries.

Fuel efficiency improvements enabled by advanced combustion

technologies of 50% or more for automotive engines (relative to
spark-ignition
engines dominating the road today in the U.S.) and
25% or more for heavy-duty truck engines (relative to today’s
diesel truck engines) are
possible in the next 10 to 15 years

Our fuel system efficiently supports engine operation over the

full range of conditions – from stoichiometric air-to-fuel ratios
at full power to
lean 80:1 air-to-fuel ratios at cruise, with
engine-out NOx at just 50% of comparable standard engines. Our
real-time programmable control of
combustion heat release results
in dramatically increased efficiency.

Along with operating on gasoline, our technology can efficiently

utilize fuels based on their chemical heat capacity independent of
octane or
cetane ratings. Thus, economical, highly functional
mixtures of renewable plant products can be utilized which are not
practical in either
conventional spark or compression ignition
engines. In dynamometer testing on current engine architectures,
our technology has successfully
run on gasoline, diesel,
biodiesel, heptane, ethanol, and vegetable oil. Recently our
engineers achieved seamless operation alternating between
several
different fuels on one of our customer’s engines in our Camarillo
test facilities.

    

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http://www.sae.org/mags/aei/7160

Automotive Engineering
International

Supercritical
Fuel
Injection and Combustion

Recent work by Mike Cheiky,

a physicist and serial inventor/entrepreneur, is focusing on
raising not only the fuel mixture’s pressure but also
its
temperature.

Cheiky's aim, in fact, is to generate a little-known,

intermediate state of matter — a so-called supercritical (SC)
fluid — which he and his co-
workers at Camarillo, CA-based
Transonic Combustion believe could markedly increase the fuel
efficiency of next-generation power plants
while reducing their
exhaust emissions.

Transonic’s proprietary TSCi fuel-injection systems do not

produce fuel droplets as conventional fuel delivery units do,
according to Mike
Rocke, Vice President of Marketing and
Business Development. The supercritical condition of the fuel
injected into a cylinder by a TSCi
system means that the fuel
mixes rapidly with the intake air which enables better control
of the location and timing of the combustion process.

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The novel SC injection systems, which Rocke calls “almost

drop-in” units, include “a GDI-type,” common-rail system that
incorporates a
metal-oxide catalyst that breaks fuel molecules
down into simpler hydrocarbon chains, and a precision,
high-speed (piezoelectric) injector
whose resistance-heated pin
places the fuel in a supercritical state as it enters the
cylinder.

Company engineers have doubled the fuel efficiency numbers in

dynamometer tests of gas engines fitted with the company’s
prototype SC
fuel-injection systems, Rocke said. A modified
gasoline engine installed in a 3200-lb (1451-kg) test vehicle,
for example, is getting 98 mpg
(41.6 km/L) when running at a
steady 50 mph (80 km/h) in the lab.

The 48-employee firm is finalizing a development engine for a

test fleet of from 10 to 100 vehicles, while trying to find a
partner with whom
to manufacture and market TSCi systems by
2014.

“A supercritical fluid is basically a fourth state of matter

that’s part way between a gas and liquid,” said Michael Frick,
Vice President for
Engineering. A substance goes supercritical
when it is heated beyond a certain thermodynamic critical point
so that it refuses to liquefy no
matter how much pressure is
applied.

SC fluids have unique properties. For a start, their density is

midway between those of a liquid and gas, about half to 60% that
of the liquid. On
the other hand, they also feature the
molecular diffusion rates of a gas and so can dissolve
substances that are usually tough to place in
solution.

To minimize friction losses, the Transonic engineers have

steadily reduced the compression of their test engines to
between 20:1 and 16:1, with
the possibility of 13:1 for gasoline
engines.

Patents

US2010024776

PIEZOELECTRIC FUEL INJECTOR

HAVING A TEMPERATURE COMPENSATING UNIT

Inventor:  FRICK MICHAEL J

[US] ; CHEIKY MICHAEL

Abstract-- The present

invention provides a fuel injector, comprising a housing having
a sealable injector seat; a fuel injector pin disposed
within
the housing proximate to the injector seat such that the
injector seat may be sealed and unsealed by displacing the fuel
injector pin; a
resilient element biasing the fuel injector pin
in an unsealed direction; a piezoelectric actuator disposed
within the housing proximal to the fuel
injector pin configured
to actuate to force the injector pin towards the injector seat
to seal the injector seat; and a thermal compensating unit
disposed within the housing proximal to the actuator and
configured to compensate for thermal expansion or contraction of
a component of the
fuel injector.

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USP 7657363

USP 7444230

Fuel injector having algorithm

controlled look-ahead timing for injector

Abstract -- An
injector-ignition fuel injection system for an internal
combustion engine, comprising an ECU controlling a heated
catalyzed
fuel injector for heating and catalyzing a next fuel
charge, wherein the ECU uses a one firing cycle look-ahead
algorithm for controlling...

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WO2007123671

HEATED CATALYZED FUEL INJECTOR FOR

INJECTION IGNITION ENGINES

Inventor:  CHEIKY MICHAEL

Abstract -- The present
invention provides a heated catalyzed fuel injector that
dispenses fuel substantially exclusively during the power
stroke
of an internal combustion engine, wherein ignition occurs in a
fast burn zone at high fuel density such that a leading surface
of the fuel
is completely burned...

US2010017099

SYSTEM AND METHOD FOR PUMP CONTROL

Inventor:  BECKER RICK

[US] ; CHEIKY MICHAEL

  
INJECTOR-IGNITION FOR AN
INTERNAL COMBUSTION ENGINE

Inventor:  CHEIKY MICHAEL

US2009255508

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