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This would apply to large static Diesel engines.
Each cylinder of the engine would have two injectors with identical timing: a small one which injects high quality fuel into a small sub chamber so as to ignite reliably and set off low grade fuel from the much larger second injector. In this way it
would be possible to ignite very poor quality fuels--perhaps water/fuel emulsions or maybe even water or fuel/solid suspensions.
It might be possible to inject really low quality fuel at the bottom of the stroke before compression thus reducing the engineering demands on this injector.
[normzone, Jul 16 2012]
||The problem with that last paragraph is you
still need to produce an atomised spray, even
if it's coal particulates; one of the reasons
that the powerplants that utilise Bunker 'A'
(one step up from road tar) still use air-blast
||In terms of stratified-charge internal
combustion, it's worth considering. But if you
look at imagery of a Diesel injection plume,
you'll see that it starts to burn as soon as it
exits the injector into the hot, compressed air
in the whirl chamber.
||As far as the issue of building an engine that can handle
multiple types/qualities andor contaminated fuels, the
mechanical variable-compression regulator on the White
Multifuel is a simpler and fully baked solution, but kudos
||The only things the White won't burn are high-octane avgas
and pure distilled water, and it'll take a good run at the
water before it gives up, and it's all down to this little
doohickey with a spring and flat bit that makes the engine
go "BRRAA-APP!!" when it moves to a new position. Unless
this fancy dual injector of yours makes humorous noises
and never, ever breaks or wears out, I'll stick with the
||Propane assisted diesel has a similar goal of using a
small amount of clean-burning fuel to improve
||Yes, but what if you're still wearing the
overalls when they catch fire?