CA1055341A - Hot fuel gas generator - Google Patents
Hot fuel gas generatorInfo
- Publication number
- CA1055341A CA1055341A CA280,880A CA280880A CA1055341A CA 1055341 A CA1055341 A CA 1055341A CA 280880 A CA280880 A CA 280880A CA 1055341 A CA1055341 A CA 1055341A
- Authority
- CA
- Canada
- Prior art keywords
- chamber
- water
- gasoline
- fuel
- diaphragm
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Abstract
HOT FUEL GAS GENERATOR A hot fuel gas generator for an internal combustion engine vaporizes gasoline and water in a heated pressure vessel and mixes the resulting superheated gaseous fuel with air in a metering valve which communicates with the internal combustion engine. A single device operating at a very high temperature, for example 1000 F., is used for the simultaneous vaporization of the fuel and water to develop desirable working pressure and volume. The high temperature gaseous state of the fuel represents molecules at the greatest degree of separation from each other providing the greatest opportunity for contact of the reacting species in the gaseous condition as chemical reactions occur only between particles at the atomic or molecular level and it is necessary for the reacting species to be in actual contact at the time of reaction. The fuel gas produced therefore enables complete combustion and the elimination of the atmospheric pollutants common in the operation of internal combustion engines. This invention distinguishes from other inventions by reason of high temperature simultaneous vaporization of the Fuel and water to develope a desirable working pressure and volume of gas for the operation of an internal combustion engine.
Description
~05534~ .
, Background of the Invention ~1) Field of the Invention:
.
This invention relates to fuel systems and vaporizing devices therein for internal combustion engines, and more particularly fuel gas generators.
, Background of the Invention ~1) Field of the Invention:
.
This invention relates to fuel systems and vaporizing devices therein for internal combustion engines, and more particularly fuel gas generators.
(2) Description of the Prior Art:
Fuel systems for internal combustion engines have generally used carburetors in which gasoline is sprayed into a stream of air anld divided into a series of fine droplets approaching vaporization and conveyed to the point of combustion. Only those molecules at the surface of the gasoline droplets are in a position to react with another species and incomplete combustion results be-cause the very short time allowed is insufficient for more than a little vaporization of the fuel to occur. The prior art engines therefore exhaust large quantities of unburned hydrocarbons, carbon monoxide and oxides of nitrogen all of which are undeslrable atmospheric pollutants.
This invention simuitaneously vaporizes the liquid fuel and water at very high temperatures so that the fuel mixture in ih heated pressurized gaseous state achieves practically complete combustion in the internal combustion engine due to the spacing of the molecules resulting from heat.
Summary of the_nventioa A fuel system having a novel high temperature pressure controlled heated vapor;zer is disclosed in which gasoline and water are simultaneously vaporized to produce a gaseous fuel under pressure for delivery to a metering valve in communication with the inlet manifold of the engine. The metering valveadds the combustion air and regulates the same and the gaseous fuel. The partialvacuum resulting from the operation of the internal combustion engine moves the combustion air with the proper quanti~y of gaseous fuel from the metering valve to the areas of combustion In the engine. The complete vaporization of the 28 liquid fuel nnd the wahr is caused ~y high ternperature heat from an extomal
Fuel systems for internal combustion engines have generally used carburetors in which gasoline is sprayed into a stream of air anld divided into a series of fine droplets approaching vaporization and conveyed to the point of combustion. Only those molecules at the surface of the gasoline droplets are in a position to react with another species and incomplete combustion results be-cause the very short time allowed is insufficient for more than a little vaporization of the fuel to occur. The prior art engines therefore exhaust large quantities of unburned hydrocarbons, carbon monoxide and oxides of nitrogen all of which are undeslrable atmospheric pollutants.
This invention simuitaneously vaporizes the liquid fuel and water at very high temperatures so that the fuel mixture in ih heated pressurized gaseous state achieves practically complete combustion in the internal combustion engine due to the spacing of the molecules resulting from heat.
Summary of the_nventioa A fuel system having a novel high temperature pressure controlled heated vapor;zer is disclosed in which gasoline and water are simultaneously vaporized to produce a gaseous fuel under pressure for delivery to a metering valve in communication with the inlet manifold of the engine. The metering valveadds the combustion air and regulates the same and the gaseous fuel. The partialvacuum resulting from the operation of the internal combustion engine moves the combustion air with the proper quanti~y of gaseous fuel from the metering valve to the areas of combustion In the engine. The complete vaporization of the 28 liquid fuel nnd the wahr is caused ~y high ternperature heat from an extomal
-3-, ., , . , ~ - . . :
.~ . . ~ ........ .. . .. . .
.: ~ . i .
~O~iS34 source under controlled pressure and voiume conditions.
Description of the Drawings Figure 1 i5 a cross sectional elevation of a liquid fuel vaporizer, `~
Figure 2 is a diagrammatic illustration of a fuel system for an internal combustion engine and incorporating the vaporizer of Figure 1~ and Figure 3 is an enlarged detal view of a portion of the fuel system.
~escription of the Preferred Embodiment By referring to the drawings and Figure 2 thereof, the form of the invention chosen for illustration and description herein may be seen. A fuei system for an internal combustion engine is Tllustrated in operative communication with an internal combustion engine 10 of the piston type in which the inlet manifold is indicated at 11 in communication w;th a metering valve 12 to which primary alr Is available as from an air cleaner 13. Vaporized ~uel consisting of gasoline and water ;n superheated gaseous form is delivered to the metering valve 12 from a vaporizer 14. Water is supplied to the vaporizer 14 by way of a water line 15 having an ad justable valve 16 therein which communicates with a preheater 17 and a water supply source by way of a solenoid valve 18 and a pump 1 8A. Gasoline is supplied to the vaporizer 14 by a fuel line 19 having an ad justable valv~ 20 therein. Substan~ially eigh~ par~s of gasoline ~o ~wo parts of wa~er are satisfactory The fuel line l ~ communicates with a fuel source by way of a solenoid valve 22 and a pump 23. -By referring now to Figure 1 of the drawings, it wili be seen that the vaporizer 14 consists of a hollow body 24 having a closure formed of a secondary hollow body 25 which in turn is closed by a cap 2b. A port 27 in the secondary hollow body 25 communiccltes with the hollow body 24 and a heated vaporizing chamber C therein. An apertured partition divides the chamber C.
The hollow body 24 whtch forms the vapor;z;ng chamber C has an 28 electrlc reststance heating element 28 theroln controlled by a temperGtur~
. _4_ .. . .
, ~ - . - . ~ - , ',' . ' ':`'"' ~ ' , ' ' ' ... .
~ C~553~1 and a pressure actuated device 29 which acts to connect the heating element 28 with a power source by way of conductors 30. The conductors 30 extend to a control panel 31, see Figure 2 of the drawings, and additional conductors 32 and 33 extend from the control panel 31 to the solenoid vnlves ~8 and 22 respectively with the conductors 32 extending to the pump 23 and the conductors 33 extend to the pump 1 8A. A source of electrical energy, such as an alternator34, is also connected with the control panel 31 and the arrangement is such that an interconnection with the ignition system of the engine on which the fuel system is installed actuates the control panel 31 and energizes the solenoid valves l ô and 22 respectively along with the pumps 23 and 1 8A simultaneously energizes the heating element 28 in the vaporizing chamber C. During the sub-sequent operation of the system the temperature and pressure actuated device 2 acts to control the delivery of gasoline and water to the vaporizing chamber C
and maintain desirable heat and pressure conditTons therein. The heating element 28 operating at 1250 watts,or more depending upon ~he output of the alternator 34 supplies sufficient heat to completely gasify gasoline and water vapors delivered into the chamber C by nozzles 34 and 35, from the preheater 17. It has been determined that tt is necessary to operate the heating element 28 at temperatures above 600 F. and ranging up to 1800F. in order to obtain complete gasification 20 of the water and gasoline vapors in the fuel gas generator.
The water and gasoline are supplied the generator by varial~le output pumps 23 and 18A respectively at pressures between two and twelve pounds per square inch, which pressures are substantially increased along with the volume by the superheated gasification of the gasoline and water vapors in the chamber C. The formation of the superheated expanding steam from the water vapor introduced into the vaporizer contributes significantly to the pressure and volume requirements.
The superhe~ted rapidly expandiny ~as frorn the gasoline vapor. ~mixes wTth 28 the superhea~d iteam nnd 7t i~ belioved that the pressure and temperature ;. ~
.
. .
~55341 environment, both in the vaporizer and the internai combustion engine convert at least some of the water to hydrogen and oxygen to form an additional combustible fuel and at the same time avoid detonation of the fuel and its audible knocking.
Still referring to Figure l of the drawings, it will be seen that the secondary hollow body member 25 with which the port 27 communicates, positions a diaphragm 36 therein for movement by pressures therein. The diaphragm :36 ls ad justably spring biased by a spring 37. The diaphragm 36 has discs 38 centrally thereoF with a hoss 40 thereon and moves responsive to pressures in the secondar,v hollow body 25 and moves an arm 39 on the boss 40 and a valve element 41 thereon toward and away from the port 27. It will be observed that the common wall forming the bottom of the hollow body member 25 and the top of the vaporization chamber C results in operating temperatures within the hollow body member 2S sufficiently great to maintain the superheated gaseous fuel in its desired state and that the regulator formed by the diaphragm 36, arm 39 and valve element 41 act to mainta;n u desirable operating pressure, such as for example twelve pounds per square inch, in the hollow body member 25 when negative pressure exists in the outlet thereof. The hot gaseous fuel flows out of the hollow body member 25 through a passageway 42 as defined by a tube 43 and directly into the metering valve l 2, which in turn communicates with the inlet manifold ll of the engine lO.
Those skilled in the art will observe that the metering valve l 2 which may be seen in Figure 3 of the drawings, provides vertical passageways 44 between the air cleaner l8 and the inlet manifold l l and incorporates a butterfly valve-assembly 45 in the air passageways and a rotary valve eiement 46 in the metering valve controls the communication of the hot gaseous fuel being clelivered thereto from the vaporizer 14 as here;nbefore described. The rotary valve 46 and the butterfly vc Ive ~ are interconnected so that throttle control of the internal combustion engine ~etuates the valves 45 and 46 to deliver predetermined 28 desirable amounh of eombustion ~ir and hot ~aseous fuel directly to the intak -:~
~ C)553~1 manifold 11 of the internal combustion engine. It will be observed by those ski I led in the art that it is essential that the high operating temperature of the device be maintained and to this end suitable insulation is installed to prevent cooling of the hot gaseous fuel and to further increase the efficiency of the device. The vaporizer 14 has a false bottom 47 spaced above a bottom cap 48 so as to form a heating chamber HC immediately below th~ vaporizing chamber C. Exhaust gases from the exhaust manifold of the engine pass by way of an exhaust pipe 49 through the preheater 17 a n d i n t o t h i s heating chamber HC and emerge therefrom through a secondary exhaust pipe 50 which communicates with the exhaust system as will be understood by those skilled in the art.
As a result of this supplemental heating from engine exhaust the vaporization chamber C ;s more readily ma;ntained at its 1800F. operating temperature and the energy demand on the electric heating element 28 is reduced. The same exhaust heat produces gasoline and water vapors in the preheaters 17 and 21.
Those skilled in the art will observe that a desirable ratio between the gasoline and the water delivered to the vaporizer 14 in the fuel system disclosed herein is necessary and desirable and it has been determlned that considerable leeway with respect to the amount of water introduced into the fuel mixture is possible. An internal combustion engine operating on the fuel generator disclosed herein operates at peak efficiency only when water is added to the vaporize~ and when the water comprieses 5% to ~5% of the total liquid delivered to the vaporizer. Successful operation can be maintained with percentag0s of the water as high as 30% of the total liquid.
Amounh below 2% adversely affect the operation as a reduction in rpm and torque ability is quite noticeable.
it will occur to those skilled in the art that an anti-freeze additive such as alcohol can be a~ded to the water supplied the fuel generator herein without affecting 28 the operation of the same and without changing the water to gasoline ratio.
.
The metering valve 12 may compris0 any suitable commerc;al device which will control the amount of air and a gaseous fuel admitted thereto for delivery to the iniet manifold 11 and one such suitable metering vaive is generally available under the trademark CENTURY. In the preferred embod~ment, as seen in Figures 2 and 3 oF the drawings, the metering valve 12 provides throttle control with respect to the amount of air and hot gaseous fuel admitted to the inlet manifold 11 of the Internal combustion engine, responsive to the partial vacuum in the inlet manifold 11 as will be understood by those skilled ;n the art.
The metering valve 12 hereinbefore referred to is partially illustrated Tn Figures 1,2and 3 of the drawings, and in Figute 1 of the drawinas it will be seen that the vaporizer whicl has been generally indicated by the number 1~ is mounted on the side of the metering valve 12 so that the hot gaseous fuel passageway therefrom communicates with a passaaeway 51 in the metering valve 12 and dlrectly wlth the rotary valve 46 therein which is disposed transversely thereto.
Those skilled in the art will be aware that decomposition of a fuel molecule may occur without combustion occuring unlPss ~here is sufficient time and sufficient oxyg0n. Such decomposition (pyrolysis) produces products which may be more toxic than the original fuel and the elimination of the possibility of such pyrolysis products in the exhaust may be achieved by insuring as complete 20 combustion as possible with the invention hereinbefore described.
Although but one embodiment of the pres0nt invention has been illustrated and described, it will be apparent to those skilled in the art thàt various changes and modif;cations may be made therein without departing from the sp;rit of th~
inventi~n .
Having thus d~scrlbed our lnventton what we claim is:
~8--
.~ . . ~ ........ .. . .. . .
.: ~ . i .
~O~iS34 source under controlled pressure and voiume conditions.
Description of the Drawings Figure 1 i5 a cross sectional elevation of a liquid fuel vaporizer, `~
Figure 2 is a diagrammatic illustration of a fuel system for an internal combustion engine and incorporating the vaporizer of Figure 1~ and Figure 3 is an enlarged detal view of a portion of the fuel system.
~escription of the Preferred Embodiment By referring to the drawings and Figure 2 thereof, the form of the invention chosen for illustration and description herein may be seen. A fuei system for an internal combustion engine is Tllustrated in operative communication with an internal combustion engine 10 of the piston type in which the inlet manifold is indicated at 11 in communication w;th a metering valve 12 to which primary alr Is available as from an air cleaner 13. Vaporized ~uel consisting of gasoline and water ;n superheated gaseous form is delivered to the metering valve 12 from a vaporizer 14. Water is supplied to the vaporizer 14 by way of a water line 15 having an ad justable valve 16 therein which communicates with a preheater 17 and a water supply source by way of a solenoid valve 18 and a pump 1 8A. Gasoline is supplied to the vaporizer 14 by a fuel line 19 having an ad justable valv~ 20 therein. Substan~ially eigh~ par~s of gasoline ~o ~wo parts of wa~er are satisfactory The fuel line l ~ communicates with a fuel source by way of a solenoid valve 22 and a pump 23. -By referring now to Figure 1 of the drawings, it wili be seen that the vaporizer 14 consists of a hollow body 24 having a closure formed of a secondary hollow body 25 which in turn is closed by a cap 2b. A port 27 in the secondary hollow body 25 communiccltes with the hollow body 24 and a heated vaporizing chamber C therein. An apertured partition divides the chamber C.
The hollow body 24 whtch forms the vapor;z;ng chamber C has an 28 electrlc reststance heating element 28 theroln controlled by a temperGtur~
. _4_ .. . .
, ~ - . - . ~ - , ',' . ' ':`'"' ~ ' , ' ' ' ... .
~ C~553~1 and a pressure actuated device 29 which acts to connect the heating element 28 with a power source by way of conductors 30. The conductors 30 extend to a control panel 31, see Figure 2 of the drawings, and additional conductors 32 and 33 extend from the control panel 31 to the solenoid vnlves ~8 and 22 respectively with the conductors 32 extending to the pump 23 and the conductors 33 extend to the pump 1 8A. A source of electrical energy, such as an alternator34, is also connected with the control panel 31 and the arrangement is such that an interconnection with the ignition system of the engine on which the fuel system is installed actuates the control panel 31 and energizes the solenoid valves l ô and 22 respectively along with the pumps 23 and 1 8A simultaneously energizes the heating element 28 in the vaporizing chamber C. During the sub-sequent operation of the system the temperature and pressure actuated device 2 acts to control the delivery of gasoline and water to the vaporizing chamber C
and maintain desirable heat and pressure conditTons therein. The heating element 28 operating at 1250 watts,or more depending upon ~he output of the alternator 34 supplies sufficient heat to completely gasify gasoline and water vapors delivered into the chamber C by nozzles 34 and 35, from the preheater 17. It has been determined that tt is necessary to operate the heating element 28 at temperatures above 600 F. and ranging up to 1800F. in order to obtain complete gasification 20 of the water and gasoline vapors in the fuel gas generator.
The water and gasoline are supplied the generator by varial~le output pumps 23 and 18A respectively at pressures between two and twelve pounds per square inch, which pressures are substantially increased along with the volume by the superheated gasification of the gasoline and water vapors in the chamber C. The formation of the superheated expanding steam from the water vapor introduced into the vaporizer contributes significantly to the pressure and volume requirements.
The superhe~ted rapidly expandiny ~as frorn the gasoline vapor. ~mixes wTth 28 the superhea~d iteam nnd 7t i~ belioved that the pressure and temperature ;. ~
.
. .
~55341 environment, both in the vaporizer and the internai combustion engine convert at least some of the water to hydrogen and oxygen to form an additional combustible fuel and at the same time avoid detonation of the fuel and its audible knocking.
Still referring to Figure l of the drawings, it will be seen that the secondary hollow body member 25 with which the port 27 communicates, positions a diaphragm 36 therein for movement by pressures therein. The diaphragm :36 ls ad justably spring biased by a spring 37. The diaphragm 36 has discs 38 centrally thereoF with a hoss 40 thereon and moves responsive to pressures in the secondar,v hollow body 25 and moves an arm 39 on the boss 40 and a valve element 41 thereon toward and away from the port 27. It will be observed that the common wall forming the bottom of the hollow body member 25 and the top of the vaporization chamber C results in operating temperatures within the hollow body member 2S sufficiently great to maintain the superheated gaseous fuel in its desired state and that the regulator formed by the diaphragm 36, arm 39 and valve element 41 act to mainta;n u desirable operating pressure, such as for example twelve pounds per square inch, in the hollow body member 25 when negative pressure exists in the outlet thereof. The hot gaseous fuel flows out of the hollow body member 25 through a passageway 42 as defined by a tube 43 and directly into the metering valve l 2, which in turn communicates with the inlet manifold ll of the engine lO.
Those skilled in the art will observe that the metering valve l 2 which may be seen in Figure 3 of the drawings, provides vertical passageways 44 between the air cleaner l8 and the inlet manifold l l and incorporates a butterfly valve-assembly 45 in the air passageways and a rotary valve eiement 46 in the metering valve controls the communication of the hot gaseous fuel being clelivered thereto from the vaporizer 14 as here;nbefore described. The rotary valve 46 and the butterfly vc Ive ~ are interconnected so that throttle control of the internal combustion engine ~etuates the valves 45 and 46 to deliver predetermined 28 desirable amounh of eombustion ~ir and hot ~aseous fuel directly to the intak -:~
~ C)553~1 manifold 11 of the internal combustion engine. It will be observed by those ski I led in the art that it is essential that the high operating temperature of the device be maintained and to this end suitable insulation is installed to prevent cooling of the hot gaseous fuel and to further increase the efficiency of the device. The vaporizer 14 has a false bottom 47 spaced above a bottom cap 48 so as to form a heating chamber HC immediately below th~ vaporizing chamber C. Exhaust gases from the exhaust manifold of the engine pass by way of an exhaust pipe 49 through the preheater 17 a n d i n t o t h i s heating chamber HC and emerge therefrom through a secondary exhaust pipe 50 which communicates with the exhaust system as will be understood by those skilled in the art.
As a result of this supplemental heating from engine exhaust the vaporization chamber C ;s more readily ma;ntained at its 1800F. operating temperature and the energy demand on the electric heating element 28 is reduced. The same exhaust heat produces gasoline and water vapors in the preheaters 17 and 21.
Those skilled in the art will observe that a desirable ratio between the gasoline and the water delivered to the vaporizer 14 in the fuel system disclosed herein is necessary and desirable and it has been determlned that considerable leeway with respect to the amount of water introduced into the fuel mixture is possible. An internal combustion engine operating on the fuel generator disclosed herein operates at peak efficiency only when water is added to the vaporize~ and when the water comprieses 5% to ~5% of the total liquid delivered to the vaporizer. Successful operation can be maintained with percentag0s of the water as high as 30% of the total liquid.
Amounh below 2% adversely affect the operation as a reduction in rpm and torque ability is quite noticeable.
it will occur to those skilled in the art that an anti-freeze additive such as alcohol can be a~ded to the water supplied the fuel generator herein without affecting 28 the operation of the same and without changing the water to gasoline ratio.
.
The metering valve 12 may compris0 any suitable commerc;al device which will control the amount of air and a gaseous fuel admitted thereto for delivery to the iniet manifold 11 and one such suitable metering vaive is generally available under the trademark CENTURY. In the preferred embod~ment, as seen in Figures 2 and 3 oF the drawings, the metering valve 12 provides throttle control with respect to the amount of air and hot gaseous fuel admitted to the inlet manifold 11 of the Internal combustion engine, responsive to the partial vacuum in the inlet manifold 11 as will be understood by those skilled ;n the art.
The metering valve 12 hereinbefore referred to is partially illustrated Tn Figures 1,2and 3 of the drawings, and in Figute 1 of the drawinas it will be seen that the vaporizer whicl has been generally indicated by the number 1~ is mounted on the side of the metering valve 12 so that the hot gaseous fuel passageway therefrom communicates with a passaaeway 51 in the metering valve 12 and dlrectly wlth the rotary valve 46 therein which is disposed transversely thereto.
Those skilled in the art will be aware that decomposition of a fuel molecule may occur without combustion occuring unlPss ~here is sufficient time and sufficient oxyg0n. Such decomposition (pyrolysis) produces products which may be more toxic than the original fuel and the elimination of the possibility of such pyrolysis products in the exhaust may be achieved by insuring as complete 20 combustion as possible with the invention hereinbefore described.
Although but one embodiment of the pres0nt invention has been illustrated and described, it will be apparent to those skilled in the art thàt various changes and modif;cations may be made therein without departing from the sp;rit of th~
inventi~n .
Having thus d~scrlbed our lnventton what we claim is:
~8--
Claims (4)
1. A hot gas generator for producing fuel gas for an internal combustion engine or the like, said generator comprising a hollow body member, first and second chambers in said hollow body member, means for simultaneously continuously injecting known amounts of gasoline and water into said first chamber and means controlling the amounts thereof, heating means in said first chamber for generating temperatures between 600°F. and 1800°F. therein, a pressure regulator device in said second chamber controlling a communicating opening between said first and second chambers, said second chamber having an outlet opening therein, said means controlling the amounts of said gasoline and water injected being responsive in operation to known pressures and temperatures in said generator.
2. A hot gas generator for continuously making a hot gaseous fuel for an internal combustion engine or the like having inlet and exhaust manifolds, said generator comprising a hollow body member, closed first and second chambers in said hollow body member having a common wall and a third chamber in said hollow body member in communication with said exhaust manifold, means for simultaneously injecting gasoline and water separately into said closed first chamber and means controlling the volume thereof, electrically energized first heating means in said closed first chamber for generating temperatures between 600°F. and 1800°F. therein so as to change said gasoline to a gas and said water to steam simultaneously, a pressure responsive device in said closed second chamber, a valve controlling a communicating opening in the common wall between said first and second chambers, said valve movable by said pressure responsive device said second chamber having an outlet opening communicating with said inlet manifold, said third chamber forming a second heating means adjacent said first chamber in said hollow body member, said means controlling the volume of said gasoline and water injected into said first chamber being responsive in operation to known pressures and temperatures in said first and second chambers.
3. A generator for producing superheated fuel gas for an internal combustion engine having an intake manifold, comprising, a vertical closed pressure vessel having a horizontal wall dividing said vessel into upper and lower chambers, electric resistance heating means in said lower chamber, means for energizing said heating means to generate and maintain temperatures between 600°F. and 1800°F. therein, separate means for simultaneously continuously injecting predetermined amounts of gasoline and water into said lower chamber against said heating means so as to simultaneously change said gasoline to a gas and said water to steam, means for controlling the energization of said heating means and the amounts of water and gasoline injected for maintaining a desirable working pressure and volume of the superheated fuel gas in said lower chamber, whereby the molecules of the superheated fuel gas in its heated pressurized gaseous condition are caused to be spaced apart a sufficient degree to support substantially complete combustion in said engine, a pressure responsive device comprising a valve element in said lower chamber movable into and out of an opening located in said wall, a diaphragm in said upper chamber, an arm on said valve element attached to said diaphragm for movement of said valve element thereby, said valve element being arranged to move into and restrict said opening upon an increase in gas pressure in said upper chamber moving said diaphragm away from said opening and to move out of said opening upon a reduction in gas pressure in said upper chamber moving said diaphragm toward said opening, means located between said diaphragm and said wall balancing said diaphragm and said valve element so as to permit said diaphragm to move responsive to pressure changes in said upper chamber, and an outlet in said upper chamber located between said diaphragm and said wall In communication with said inlet .
manifold.
manifold.
4. The generator according to Claim 1, wherein the engine has an exhaust manifold, and wherein another horizontal wall is located in said pressure vessel defining therein a heating chamber below said lower chamber in communication with said exhaust manifold thereby forming another heating means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA280,880A CA1055341A (en) | 1977-06-20 | 1977-06-20 | Hot fuel gas generator |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA280,880A CA1055341A (en) | 1977-06-20 | 1977-06-20 | Hot fuel gas generator |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1055341A true CA1055341A (en) | 1979-05-29 |
Family
ID=4108917
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA280,880A Expired CA1055341A (en) | 1977-06-20 | 1977-06-20 | Hot fuel gas generator |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1055341A (en) |
-
1977
- 1977-06-20 CA CA280,880A patent/CA1055341A/en not_active Expired
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