CA1101284A - Fuel vaporizer for internal combustion engine - Google Patents
Fuel vaporizer for internal combustion engineInfo
- Publication number
- CA1101284A CA1101284A CA353,499A CA353499A CA1101284A CA 1101284 A CA1101284 A CA 1101284A CA 353499 A CA353499 A CA 353499A CA 1101284 A CA1101284 A CA 1101284A
- Authority
- CA
- Canada
- Prior art keywords
- chamber
- fuel
- carburator
- coil
- combination
- 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
Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/16—Other apparatus for heating fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M23/00—Apparatus for adding secondary air to fuel-air mixture
- F02M23/14—Apparatus for adding secondary air to fuel-air mixture characterised by adding hot secondary air
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
- F02M31/10—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot liquids, e.g. lubricants or cooling water
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
ABSTRACT OF THE DISCLOSURE
The fuel vaporizer of the present invention is provided for the purpose of improving the efficiency and decreasing the pollution of internal combustion engines, more particularly those used in automobiles and employing gasoline as a fuel. The fuel vaporizer includes a housing forming three separate chambers. a coiled tube extends within the central chamber and its inlet and portion extends through the first chamber and is connected to the outlet of the gasoline pump. The outlet of the coil communicates with the third chamber, which in turn is connected by a tubing to the carburator of the engine. The central chamber is connected in series with the engine cooling circuit by means of two end tubes extending through the first and last chamber, respectively, and opening within said central chamber. Air is bled from the air intake of the carburator;
is passed through the first chamber; and is circulated back to the intake manifold downstream of the carburator. The first and last chambers are filled with granular material and the two and tubes are provided with heat-exchanger plates. The bled air is heated in the first chamber. The gasoline is progressively heated and vaporized to a dry vapour while flowing through the coil and through the heated granulated material in the last chamber before it is fed to the carburator.
The fuel vaporizer of the present invention is provided for the purpose of improving the efficiency and decreasing the pollution of internal combustion engines, more particularly those used in automobiles and employing gasoline as a fuel. The fuel vaporizer includes a housing forming three separate chambers. a coiled tube extends within the central chamber and its inlet and portion extends through the first chamber and is connected to the outlet of the gasoline pump. The outlet of the coil communicates with the third chamber, which in turn is connected by a tubing to the carburator of the engine. The central chamber is connected in series with the engine cooling circuit by means of two end tubes extending through the first and last chamber, respectively, and opening within said central chamber. Air is bled from the air intake of the carburator;
is passed through the first chamber; and is circulated back to the intake manifold downstream of the carburator. The first and last chambers are filled with granular material and the two and tubes are provided with heat-exchanger plates. The bled air is heated in the first chamber. The gasoline is progressively heated and vaporized to a dry vapour while flowing through the coil and through the heated granulated material in the last chamber before it is fed to the carburator.
Description
8~
The present invention relate to a fuel vaporizer for internal combustion 0nginosO
BACKGRDUND OF THE INVENTION
Uarious att~mpts havo b~n made to pr~-h~at th~ gasolin~ in an intarnal combustion ~ngine prior to feeding the same to the carburator, in order to improve mixture o~ ths gasoline with the air and prevant the introduction of droplets of gasolins within the engine, which results in poor combustion and high pollution.
In known gasoline pre-heaters, thers is o~ten production of vapor locks bacause of localized overheating o~ tha gasoline in the fuel lin~. This block~ the free flow of gasoline to the carburator, with con~equent stoppage cf the engine. To avoid vapor lock, the gasolin~ i8 not heated as high as it should be, with the result that gasolina droplets still find their way into tha intaks manifold. In 80me other known gasoline pre-hsating syst~ms, tha amount of pro-heated gasoline held in th~ syst~m is quite large, and this i9 a cauea of possibla expIosinn.
oa~EcT OF THE INV~NTION
It iR tha objoct of the pr0eent invention to provide a gasoline pre-heating Rystem for internal combustion engines, which ob~iates the abov0onotod disadvantage~ and which i8 oharacterizad by the fact that the gasoline, or other liquid fuel, i~ boiled and vaporizsd into a gas befors it i3 f~d to the engins csrburator.
Still another object o~ the invsntion is to provide a ga801ine vaporizer system in which there i3 efficient exchange betwaen the Fuel and the heating medium~ and in whirh a minimum amount of fuel is heated and v~porized bsfore it~ admission to the carburator~ whersby ~;
the dnvice i5 sa~a in its use.
Another obje~t of the present invention is to provida means for injecting hot air direotly into the intake mani~old along with the engine fumes in order to ~urnish combustion air for these fumes, whil~ not cooling the fuel and air mixture supplied to the engineO
The present invention relate to a fuel vaporizer for internal combustion 0nginosO
BACKGRDUND OF THE INVENTION
Uarious att~mpts havo b~n made to pr~-h~at th~ gasolin~ in an intarnal combustion ~ngine prior to feeding the same to the carburator, in order to improve mixture o~ ths gasoline with the air and prevant the introduction of droplets of gasolins within the engine, which results in poor combustion and high pollution.
In known gasoline pre-heaters, thers is o~ten production of vapor locks bacause of localized overheating o~ tha gasoline in the fuel lin~. This block~ the free flow of gasoline to the carburator, with con~equent stoppage cf the engine. To avoid vapor lock, the gasolin~ i8 not heated as high as it should be, with the result that gasolina droplets still find their way into tha intaks manifold. In 80me other known gasoline pre-hsating syst~ms, tha amount of pro-heated gasoline held in th~ syst~m is quite large, and this i9 a cauea of possibla expIosinn.
oa~EcT OF THE INV~NTION
It iR tha objoct of the pr0eent invention to provide a gasoline pre-heating Rystem for internal combustion engines, which ob~iates the abov0onotod disadvantage~ and which i8 oharacterizad by the fact that the gasoline, or other liquid fuel, i~ boiled and vaporizsd into a gas befors it i3 f~d to the engins csrburator.
Still another object o~ the invsntion is to provide a ga801ine vaporizer system in which there i3 efficient exchange betwaen the Fuel and the heating medium~ and in whirh a minimum amount of fuel is heated and v~porized bsfore it~ admission to the carburator~ whersby ~;
the dnvice i5 sa~a in its use.
Another obje~t of the present invention is to provida means for injecting hot air direotly into the intake mani~old along with the engine fumes in order to ~urnish combustion air for these fumes, whil~ not cooling the fuel and air mixture supplied to the engineO
- 2~
28~ `
Anothar objact of the prssent invention is to provids a sy~tam ot the chararter described, which can ba installed in as~ociation with existing carburators without modifying the latter 9 except requiring adjustment of the carburator needle valves to obtain a le~ner mixture.
SUMMARY OF THE INVENTION ;~
The ~uel vaporizer device o~ the invention comprise~ first and second s0parate chambers, means for circulating fuel through the ~irst chamber and ~or daliuering it to the second chamber, mean~ for ~;
progressiv~ly heating the fuel in the two chamber and thus vaporize the fuel, 80 that the ~uel in tha second chamber will bs a vapor stateO Granular material filling the second chamber i8 heated and i8 in intimate heat-exchange relation with the fuel to thereby complets conversion of the fuel to the gas state. The gaseou3 fuel i8 deliv0red ~rom tha second chamber to the carburator. There are maans ~or bleeding a portion o~ the air entering the aarburator air intake and tor delivering it to the intake manifold o~ the engine downstream ~rom the carburator. This bled air i9 preferably hsated in a third chambær o~ the device~
Figure 1 i9 a porspectivs view o~ the ~uel pre-heater de~ics togsther with a conventional carburator and air lntake and showing the connections o~ the vaporizer devica with the carburator9 the air intaks and the liquid ccoling sy~em o~ th~ ~ngine, the latter shown in dotted line;
Figure 2 i9 a longitudinal RectiDn o~ tha ~uel vaporizer device;
and Figures 3, 4, and 5 ar~ cros~-sections takan along lines 3-3, 4-4, and 5-5, respectively9 of Flgure 2.
The vaporizing dsvic~ V compri~es a cylindrical hou3ing 1 completely jack~tod by an sxt0rnal hDat-insulating layar 2 and forlning three separate chambsrs diQpoaed in end-to-end ralation~hip, namely: a first chambar 3 9 a csntral main chamber 4 and a third chambsr 5, chambers 3 and 4 being at the inlet and outl~t snd, respectively, of ths housing.
The three chambsr3 are separat~d from one another by fix0d par~itions 6 and 7. A coil 8 i3 located within the central chambsr 4, has a cylindrical shape and i3 spacad inwardly from ths housing 1 and ~rom partition~ 6, 70 The tube spiral~ of coil 8 are contiguous~
The~coil 8 has a straight inlst portion 9, which extands through partition 6, through the first chamber 3 and thr~ugh the snd wall 10 o~
the hou.~ing and is adapted for connection with a flexibl~ tubing 11, fitted with:ths conventional check val~e, as 3hown, and connscted to the outlet of the ~uel pump (not shown) of the internal combustion angine A.
The outlet end portion 9' of the coil 8 ie welded, or otherwise secured, in a liquid-proof mann~r around a hol~ in the partition 7, qo that the outlet o~ the coil is in direct communication with the third chamber 5.
Thi~ outlet is coversd by a filter screen 12, as cl~arly shown in Figure
28~ `
Anothar objact of the prssent invention is to provids a sy~tam ot the chararter described, which can ba installed in as~ociation with existing carburators without modifying the latter 9 except requiring adjustment of the carburator needle valves to obtain a le~ner mixture.
SUMMARY OF THE INVENTION ;~
The ~uel vaporizer device o~ the invention comprise~ first and second s0parate chambers, means for circulating fuel through the ~irst chamber and ~or daliuering it to the second chamber, mean~ for ~;
progressiv~ly heating the fuel in the two chamber and thus vaporize the fuel, 80 that the ~uel in tha second chamber will bs a vapor stateO Granular material filling the second chamber i8 heated and i8 in intimate heat-exchange relation with the fuel to thereby complets conversion of the fuel to the gas state. The gaseou3 fuel i8 deliv0red ~rom tha second chamber to the carburator. There are maans ~or bleeding a portion o~ the air entering the aarburator air intake and tor delivering it to the intake manifold o~ the engine downstream ~rom the carburator. This bled air i9 preferably hsated in a third chambær o~ the device~
Figure 1 i9 a porspectivs view o~ the ~uel pre-heater de~ics togsther with a conventional carburator and air lntake and showing the connections o~ the vaporizer devica with the carburator9 the air intaks and the liquid ccoling sy~em o~ th~ ~ngine, the latter shown in dotted line;
Figure 2 i9 a longitudinal RectiDn o~ tha ~uel vaporizer device;
and Figures 3, 4, and 5 ar~ cros~-sections takan along lines 3-3, 4-4, and 5-5, respectively9 of Flgure 2.
The vaporizing dsvic~ V compri~es a cylindrical hou3ing 1 completely jack~tod by an sxt0rnal hDat-insulating layar 2 and forlning three separate chambsrs diQpoaed in end-to-end ralation~hip, namely: a first chambar 3 9 a csntral main chamber 4 and a third chambsr 5, chambers 3 and 4 being at the inlet and outl~t snd, respectively, of ths housing.
The three chambsr3 are separat~d from one another by fix0d par~itions 6 and 7. A coil 8 i3 located within the central chambsr 4, has a cylindrical shape and i3 spacad inwardly from ths housing 1 and ~rom partition~ 6, 70 The tube spiral~ of coil 8 are contiguous~
The~coil 8 has a straight inlst portion 9, which extands through partition 6, through the first chamber 3 and thr~ugh the snd wall 10 o~
the hou.~ing and is adapted for connection with a flexibl~ tubing 11, fitted with:ths conventional check val~e, as 3hown, and connscted to the outlet of the ~uel pump (not shown) of the internal combustion angine A.
The outlet end portion 9' of the coil 8 ie welded, or otherwise secured, in a liquid-proof mann~r around a hol~ in the partition 7, qo that the outlet o~ the coil is in direct communication with the third chamber 5.
Thi~ outlet is coversd by a filter screen 12, as cl~arly shown in Figure
3. Tha bottom o~ the third chamber 5 ~.~ in communication with a gasoline outl~t nipple 13, which is adapted to bB connected with ~he conventional ~uel inlet of the conventional carburator C o~ the enginc by msans of a flexible tubing 14, which is preferably hsat-insulated. The inlst o~
nipple 13 i9 ~190 pruvided wi~h a ~creen ~ilter 15. The gasoline, or othar type of ~uel in coil ~ heated by a liquid ~illing the main central chamber 4, said liquid bæing derived from the cooling liquid circuit o~ ths engine A. More particularly, the hot liquid, which is normally water prR erably added with an anti-~resz3, i~ ~sd into the main chamber 4 by ~ean~ of an inlet nipple 16, ~hich i9 fixed to the partltion 6 and communicate.~ with the chambsr 4 at on~ end,while the other end of the inlet nipple 16 extends outwardly of the hou~ing 1 and is adapted te be~connscted to a ~lexible tubing 17 (see Fig. 1) adapted to be connected to the cooling liquid oircuit o~ ths engine 8~ The liquid in chamber 4 .
;2E34 laaves this chamber through an outlet nipple 18 extanding cantrally through the third chamb~r 5, outwardly of the housing and adaptsd to be connected by a flexible tubing 19, again adapted to be connected to the cooling liquid circuit of the engine. Preferably, tha tubinga 17 and 19 are seris~-connected in ths hot liquid line going to the conventional pa3~enger oabin heater of the automobile~ 90 as to obtain liquid circulation through the vaporizer unit of ths inventiDn.
A~ shown in Figure 2, in order to obtain better h~at-exchange relationship betwean the hot liquid in chamber 4 and the gasolin~
in the coiled tube 8, there i~ provid~d a spirally-shaped strip 20 ~;
located within the coil 8 snd having flat narrow tabs 21 entering the inlet and outlet nipples 16 and 18, respeotively, ~o as to hold the strip 20 in correct position. The liquid issuing from nipple 16 within the main chamber 4 flows on aach side of the end tab 21 and then is cau~ed by ~trip 20 to move in a spiral within the chamber 4 80 as to extend the time the liquid is in contact with coil 8. At - ~r least part of the heating liquid tends to flow back along the outside o~ the coil 8 by pas~ing in ths ~pac~ between the endmost ~piral of coil ~ and the partition 7, as shown by arrow 22 in Figura 2, Thus, the liquid re~irculate~ all along the outside o~ the coil 8 and returns inside the coil at the inlet end of chamber 4, a~ shown by arrow 23, The h0ating liquid finally~exit~ on each side of the end tab 21 of the strip 20 through the outlet nipple 18.
The inlet nippls 16 extends centrally of the first oha~ber 3 and is fitted with surrounding metal discs 24. Similarly, the outlet nipple 18 extend~ centrally through the third chamber 5 and iq also fitted with circular discs 24. 80th ohambers 3 and 5 are filled with a granular material 25 9 ~uch as charcoal, and prefarably a ti~ated charcoal. The granular matsrial 25 is in phy3ical contact with the discs 24 and with the nipples 16 and 18, raspectively, 90 that the granular material will be haatcd by the hsating liquid 9Ding through the nipples 16 and 18. The chambers 3 and 5 are filled with the granular lZ8~
material 25 through couplings 26 and 27. Once the chambers are full, coupling 27 for the third chamber 5 i~ either plugged complataly or provided with a manometer 28 to indicats the fuel pres~ure within the chamb0r SO Normally, this manometer is not used and the coupling 27 i8 simply plugged. Coupling 26 i9 connected by a fl0xible tubing 29 (see Fig. 1), to an albow 30 secured to9 and in communication with, the interior of the central part of the conventional air ~ilter casing 31 ~or th~ carburator C o~ the engine A, said casing 31 normally holding an annular air filter disposed in the radially outward portion of said casing. This casing is fitted with the normal air intaks conduit 32 ~or admitting air on the outQide of the air filter within the casing 31. Thsrefore, elbow 30 is in communication with the portion of the casing on the downstream side of ths air filter close to the normal bolt 33 fixed to the carburator air inlet and serving to ~ix the air filter casing 31 positioned on top of the carburator by m~ans of the u~ual nut 34. The air intake conduit 32 is al90 normally fitted with a conventional thermostatically-operated damper assembly 35 which~ depending on outsida weather, either admits air from the inlot at the outer end of conduit 32, or air through a side air intake 36, which is closer to the top o~ the angine and~ therefore, admits warmer air. Thu~; the temperature of the air entering tha carburator can normally be controlled within a certain ranga.
The first ~hamber 3 is provided at its bottom with an air outlet elbow 37 having a filter screen 38 at its inlet end. Thi~ elbow 37 is connected by ~lexible tubing 39 (see Fig. 1) to a T connection 40, which is in turn series-connected in the conventional line 41 - which connects the ueual PCV valve 42 on top oF the engins A with the downstresm end of the carburator, that is For direct connection into the intake mani~old D of the engine, as shown at 43. Thsre~ore, the oil ~umes originating in the engine are mixed with hot air and than fed directly into the intake mani~old. Vaporizer device V has a bracket 44 ~or ~ixing device V in a suitable position clase ta ~ngins A.
When the engine i9 running, there is a greater vacuum at tha downstream end o~ the carburator C at the lsvel of the intaka mani~old D, than in the air intake for the carburator~ that i9 at the cantral part of casing 31. There~ore, ~iltered air will be bled ~rom the air intake o~ the carburator through tubing 29, first chamber 3 and tubing 39 directly into the intake mani~old downstream of the carburator. This blad air is he~ted whan paseing through first chamber 3, because it i5 in intimate hsat-sxchange relationship with the granular material ~illing thi~
chamber and in turn he~ted by the inlet nipple 16 and the disos 24. The granular material 25 in the first chamber 3 also heats up ths ~uel, or gasoline, cirGula~lng through inlet seotion 9. Thu~, the Puel i9 pro3res-sively heated in the ~irst chamber without diract contact with the heating liquid in msin chamber 4~ When the liquid flows through the coil 8, it is then furthar progressively hested first to a boiling temperature and then uaporized, so that fuel in vapor phase enterR the third chamber 5.
In this third chamber, there might still be droplets o~ liquid ~uel ad-mixed with the gaseous fuel. eoth came in intimste contact with the granular material 25 ~illing this chamber. This granular material is heat0d by heat-exchange rslationehip with the disos 24 and the outlet nipple q8, and any remainlng ~uel droplet~ are completely vaporized, whereby - completely gaseous ~uel issues ~rom the third chamber to b~ admitted to the carburator.
This csrburator i9 conuentionsl and it hae been found that it nesd not be modi~ied and the gaseou.~ vapor would then enter directly into the bowl provided with the us~al ~loat valve. However, the needle vslves controlling fuel admission into the venturi of the carburator have to be regulsted by means of the usual adjusting screws, not shown, so as to form a leaner mixture than other~ise necesssry when using cold liquid ~uel. ~he pressure existing within the third chamber would normally be approximately the prassure delivered by the fuel pump.
aaCaUSe PUH1 i~ mixad with the air in the carburator whils in complet01y gaseous atata~ it will be appreciated that no liquid droplet~ are present which would cause pDor combuetionO Much greater fuel efficisncy is obtained andt consequently al807 le~
pollution~
The pre-hsatad air circuit dsscribed, including the first chamber 3, form~ a safety ~ystem becausa any suddan back flow of vaporized fuel through the air intake of the carburator will be immediately suckad by the air-bleeding path back into the intaks manifold o~ the engine. Alsa, b0cause ths bled air is injected along with the engina oil fumes and in hot condition, it will provide for better combu~tion of these fumes.
As granulated material filling the two end chambers, it is prefer-red to use activated charcoal, since the latter has good filtering action for bDth the air and the gaeeou~ ~uel, and since it has an absorbent capacity to absorb moisture in the air circulating through the first chamber and in the gaeaou~ ~uel in the third chamber. ~ut th~ main purpose o~ the granular mat~rial is to act a3 good heat-2D exchanging surfacee with the air and ~uel, reepectiuely, and to e~fectivsly decrease to a minimum the volume of gasaous in chamber 5.
The spirally-wound strip 20 located within the main chamber 49 is preferably coated with a heat-re~lecting sur~ace, ~uch as chromium, which has bsen found to rePlect the heat within heating liquid directly onto the coil B, thereby re~ulting in a ~till better heat-exchange relationship with the gasolina f~owing through the coil 8.
With all these arrangements, it i3 there~ore possible to make the vaporizer devics in a relatively small eize for ease o~ installation of the device within the engine compartment. Yet the unit e~fsctivaly completely vaporizes the fuel circulating therethrough and eliminate~
any remaining liquid droplets in the fuel.
The above-described vaporizer unit ha~ been ta~ted by having been installad on a passenger car 9 namely: a Pacer model manu~actursd by Amsri~an Motors Corporation. Tests have been carried out for lO,D00 miles~ both in city and countryside driving and has averaged ~
45 miles per Imperial gallon~ the car being rated to normally give `
a mileags of 17 to 19 miles per Imperial gallon.
The vaporizer device of the present invention is designed to hsat the gasoline up to a temperature o~ about 2S0f. The heated gasoline i9 maintained at a pressure abovs normal atmospheric pres~ure as produced by the gsseline pump of the engine. Thi~ temperatura o~ 250F i8 much above the normal boiling temparature of about 100F at normal atmos-pheric pres~ure ~or gasollne and9 there~ore9 all of the gasoline i3 fed in gaseou~ state to the carburator.
_ g _
nipple 13 i9 ~190 pruvided wi~h a ~creen ~ilter 15. The gasoline, or othar type of ~uel in coil ~ heated by a liquid ~illing the main central chamber 4, said liquid bæing derived from the cooling liquid circuit o~ ths engine A. More particularly, the hot liquid, which is normally water prR erably added with an anti-~resz3, i~ ~sd into the main chamber 4 by ~ean~ of an inlet nipple 16, ~hich i9 fixed to the partltion 6 and communicate.~ with the chambsr 4 at on~ end,while the other end of the inlet nipple 16 extends outwardly of the hou~ing 1 and is adapted te be~connscted to a ~lexible tubing 17 (see Fig. 1) adapted to be connected to the cooling liquid oircuit o~ ths engine 8~ The liquid in chamber 4 .
;2E34 laaves this chamber through an outlet nipple 18 extanding cantrally through the third chamb~r 5, outwardly of the housing and adaptsd to be connected by a flexible tubing 19, again adapted to be connected to the cooling liquid circuit of the engine. Preferably, tha tubinga 17 and 19 are seris~-connected in ths hot liquid line going to the conventional pa3~enger oabin heater of the automobile~ 90 as to obtain liquid circulation through the vaporizer unit of ths inventiDn.
A~ shown in Figure 2, in order to obtain better h~at-exchange relationship betwean the hot liquid in chamber 4 and the gasolin~
in the coiled tube 8, there i~ provid~d a spirally-shaped strip 20 ~;
located within the coil 8 snd having flat narrow tabs 21 entering the inlet and outlet nipples 16 and 18, respeotively, ~o as to hold the strip 20 in correct position. The liquid issuing from nipple 16 within the main chamber 4 flows on aach side of the end tab 21 and then is cau~ed by ~trip 20 to move in a spiral within the chamber 4 80 as to extend the time the liquid is in contact with coil 8. At - ~r least part of the heating liquid tends to flow back along the outside o~ the coil 8 by pas~ing in ths ~pac~ between the endmost ~piral of coil ~ and the partition 7, as shown by arrow 22 in Figura 2, Thus, the liquid re~irculate~ all along the outside o~ the coil 8 and returns inside the coil at the inlet end of chamber 4, a~ shown by arrow 23, The h0ating liquid finally~exit~ on each side of the end tab 21 of the strip 20 through the outlet nipple 18.
The inlet nippls 16 extends centrally of the first oha~ber 3 and is fitted with surrounding metal discs 24. Similarly, the outlet nipple 18 extend~ centrally through the third chamber 5 and iq also fitted with circular discs 24. 80th ohambers 3 and 5 are filled with a granular material 25 9 ~uch as charcoal, and prefarably a ti~ated charcoal. The granular matsrial 25 is in phy3ical contact with the discs 24 and with the nipples 16 and 18, raspectively, 90 that the granular material will be haatcd by the hsating liquid 9Ding through the nipples 16 and 18. The chambers 3 and 5 are filled with the granular lZ8~
material 25 through couplings 26 and 27. Once the chambers are full, coupling 27 for the third chamber 5 i~ either plugged complataly or provided with a manometer 28 to indicats the fuel pres~ure within the chamb0r SO Normally, this manometer is not used and the coupling 27 i8 simply plugged. Coupling 26 i9 connected by a fl0xible tubing 29 (see Fig. 1), to an albow 30 secured to9 and in communication with, the interior of the central part of the conventional air ~ilter casing 31 ~or th~ carburator C o~ the engine A, said casing 31 normally holding an annular air filter disposed in the radially outward portion of said casing. This casing is fitted with the normal air intaks conduit 32 ~or admitting air on the outQide of the air filter within the casing 31. Thsrefore, elbow 30 is in communication with the portion of the casing on the downstream side of ths air filter close to the normal bolt 33 fixed to the carburator air inlet and serving to ~ix the air filter casing 31 positioned on top of the carburator by m~ans of the u~ual nut 34. The air intake conduit 32 is al90 normally fitted with a conventional thermostatically-operated damper assembly 35 which~ depending on outsida weather, either admits air from the inlot at the outer end of conduit 32, or air through a side air intake 36, which is closer to the top o~ the angine and~ therefore, admits warmer air. Thu~; the temperature of the air entering tha carburator can normally be controlled within a certain ranga.
The first ~hamber 3 is provided at its bottom with an air outlet elbow 37 having a filter screen 38 at its inlet end. Thi~ elbow 37 is connected by ~lexible tubing 39 (see Fig. 1) to a T connection 40, which is in turn series-connected in the conventional line 41 - which connects the ueual PCV valve 42 on top oF the engins A with the downstresm end of the carburator, that is For direct connection into the intake mani~old D of the engine, as shown at 43. Thsre~ore, the oil ~umes originating in the engine are mixed with hot air and than fed directly into the intake mani~old. Vaporizer device V has a bracket 44 ~or ~ixing device V in a suitable position clase ta ~ngins A.
When the engine i9 running, there is a greater vacuum at tha downstream end o~ the carburator C at the lsvel of the intaka mani~old D, than in the air intake for the carburator~ that i9 at the cantral part of casing 31. There~ore, ~iltered air will be bled ~rom the air intake o~ the carburator through tubing 29, first chamber 3 and tubing 39 directly into the intake mani~old downstream of the carburator. This blad air is he~ted whan paseing through first chamber 3, because it i5 in intimate hsat-sxchange relationship with the granular material ~illing thi~
chamber and in turn he~ted by the inlet nipple 16 and the disos 24. The granular material 25 in the first chamber 3 also heats up ths ~uel, or gasoline, cirGula~lng through inlet seotion 9. Thu~, the Puel i9 pro3res-sively heated in the ~irst chamber without diract contact with the heating liquid in msin chamber 4~ When the liquid flows through the coil 8, it is then furthar progressively hested first to a boiling temperature and then uaporized, so that fuel in vapor phase enterR the third chamber 5.
In this third chamber, there might still be droplets o~ liquid ~uel ad-mixed with the gaseous fuel. eoth came in intimste contact with the granular material 25 ~illing this chamber. This granular material is heat0d by heat-exchange rslationehip with the disos 24 and the outlet nipple q8, and any remainlng ~uel droplet~ are completely vaporized, whereby - completely gaseous ~uel issues ~rom the third chamber to b~ admitted to the carburator.
This csrburator i9 conuentionsl and it hae been found that it nesd not be modi~ied and the gaseou.~ vapor would then enter directly into the bowl provided with the us~al ~loat valve. However, the needle vslves controlling fuel admission into the venturi of the carburator have to be regulsted by means of the usual adjusting screws, not shown, so as to form a leaner mixture than other~ise necesssry when using cold liquid ~uel. ~he pressure existing within the third chamber would normally be approximately the prassure delivered by the fuel pump.
aaCaUSe PUH1 i~ mixad with the air in the carburator whils in complet01y gaseous atata~ it will be appreciated that no liquid droplet~ are present which would cause pDor combuetionO Much greater fuel efficisncy is obtained andt consequently al807 le~
pollution~
The pre-hsatad air circuit dsscribed, including the first chamber 3, form~ a safety ~ystem becausa any suddan back flow of vaporized fuel through the air intake of the carburator will be immediately suckad by the air-bleeding path back into the intaks manifold o~ the engine. Alsa, b0cause ths bled air is injected along with the engina oil fumes and in hot condition, it will provide for better combu~tion of these fumes.
As granulated material filling the two end chambers, it is prefer-red to use activated charcoal, since the latter has good filtering action for bDth the air and the gaeeou~ ~uel, and since it has an absorbent capacity to absorb moisture in the air circulating through the first chamber and in the gaeaou~ ~uel in the third chamber. ~ut th~ main purpose o~ the granular mat~rial is to act a3 good heat-2D exchanging surfacee with the air and ~uel, reepectiuely, and to e~fectivsly decrease to a minimum the volume of gasaous in chamber 5.
The spirally-wound strip 20 located within the main chamber 49 is preferably coated with a heat-re~lecting sur~ace, ~uch as chromium, which has bsen found to rePlect the heat within heating liquid directly onto the coil B, thereby re~ulting in a ~till better heat-exchange relationship with the gasolina f~owing through the coil 8.
With all these arrangements, it i3 there~ore possible to make the vaporizer devics in a relatively small eize for ease o~ installation of the device within the engine compartment. Yet the unit e~fsctivaly completely vaporizes the fuel circulating therethrough and eliminate~
any remaining liquid droplets in the fuel.
The above-described vaporizer unit ha~ been ta~ted by having been installad on a passenger car 9 namely: a Pacer model manu~actursd by Amsri~an Motors Corporation. Tests have been carried out for lO,D00 miles~ both in city and countryside driving and has averaged ~
45 miles per Imperial gallon~ the car being rated to normally give `
a mileags of 17 to 19 miles per Imperial gallon.
The vaporizer device of the present invention is designed to hsat the gasoline up to a temperature o~ about 2S0f. The heated gasoline i9 maintained at a pressure abovs normal atmospheric pres~ure as produced by the gsseline pump of the engine. Thi~ temperatura o~ 250F i8 much above the normal boiling temparature of about 100F at normal atmos-pheric pres~ure ~or gasollne and9 there~ore9 all of the gasoline i3 fed in gaseou~ state to the carburator.
_ g _
Claims (10)
OR PRIVILEGE IS CLAIMED, ARE DEFINED AS FOLLOWS:
1. In combination, a fluid vaporizer device and an internal combustion engine having an engine coolant circuit, a carburator, an air intake for said carburator located upstream of the latter, and an intake manifold located downstream from said carburator, said device com-prising first, second and third separate chambers, means for circulating heated engine coolant through said three chambers,means for bleeding a portion of the air from said air intake and for circulating said air portion through said first chamber while in heat-exchange relationship with the heated engine coolant circulating through said first chamber, means for circulating fuel through said second chamber and subsequently delivering said fuel into said third chamber while in heat-exchange relationship with the heated engine coolant circulating through said second and third chambers, granular material filling said first and third chambers, the fuel circulating through said second and third chambers being progressively heated and vaporized so that the fuel attains a gaseous state while in said third chamber, the heated granular material in said third chamber completing conversion of said fuel from liquid to gaseous state, and means for delivering said gaseous fuel from said third chamber to said carburator.
2. The combination as defined in claim 1, wherein said granular material in said third chamber is charcoal.
3. The combination as defined in claim 1, wherein said granular material in said third chamber is activated charcoal
4. A combination as defined in claim 1, 2 or 3, wherein said engine further has a fuel pump, and wherein said means for circulating fuel through said second chamber, and subsequently delivering said fuel in said third chamber, includes a coil of spirally-wound tubing extending within said second chamber having an inlet connected to the fuel pump of said engine, and having an outlet in direct communication with said third chamber, a helical strip extending within said coil, and wherein said means for circulating heated engine coolant through said three chambers include an inlet nipple extending through said first chamber and com-municating with one end of said second chamber, and an outlet nipple communicating with the opposite end of said second chamber and extending through said third chamber and further including heat-conductive plates fixed to said inlet and outlet nipples and in contact with the granular material in said first and third chambers, said inlet and outlet nipples series connected in said engine coolant circuit.
5. In combination, a fuel vaporizer device and an internal combustion engine having a liquid coolant circuit, a fuel pump, a carburator, an air intake for said carburator located upstream of the same, and an intake manifold downstream from said carburator, said device comprising a housing defining first, second and third separate chambers in end-to-end relationship, a fuel circulating tube forming a straight fuel inlet section extending completely through said first chamber, and forming a coil located within said second chamber, the outlet end of said coil being in direct communication with said third chamber, a fuel outlet nipple communicating with one side of said third chamber, said fuel inlet section connected to the outlet of said fuel pump and said fuel outlet nipple connected to the fuel inlet of said carburator, a heating liquid inlet pipe extending centrally through said first chamber and communicating with one end of said second chamber, and a heating liquid outlet pipe communicating with the opposite end of said second chamber and extending through said third chamber, heat-conducting strips secured to and surrounding said inlet and outlet pipes, and respectively extending within said first and third chambers, granular material filling said first and third chambers, said inlet and outlet pipes series connected in the liquid coolant circuit f said engine and air line series connecting said first chamber with the air intake of said carburator and with the intake manifold of said engine for bleeding part of the air entering the carburator, heating it when flowing through said first chamber and delivering it directly into said intake manifold downstream from said carburator, the fuel circulating through said coil being progressively heated and attains a completely gaseous state while in said third chamber.
6. The combination as defined in claim 5, further including a helical strip standing inside said coil within said second chamber.
7. A combination as defined in claim 6, wherein said helical strip is provided with narrow end tabs removably fitted within said inlet and outlet pipes, respectively, for holding said helical strip in position within said coil.
8. The combination as defined in claim 6 or 7, wherein said helical strip has a heat-reflecting surface.
9. The combination as defined in claim 5, wherein said second chamber has a cylindrical shape, said coil also defines a cylindrical shape and is spaced inwardly from the cylindrical wall and from the end walls of said second chamber.
10. The combination as defined in claim 5, 6 or 9, wherein said granular material is activated charcoal.
said intake manifold downstream from said carburator, the fuel circulating through said coil being progressively heated and attains a completely gaseous state while in said third chamber.
6. The combination as defined in claim 5, further including a helical strip standing inside said coil within said second chamber.
7. A combination as defined in claim 6, wherein said helical strip is provided with narrow end tabs removably fitted within said inlet and outlet pipes, respectively, for holding said helical strip in position within said coil.
8. The combination as defined in claim 6 or 7, wherein said helical strip has a heat-reflecting surface.
9. The combination as defined in claim 5, wherein said second chamber has a cylindrical shape, said coil also defines a cylindrical shape and is spaced inwardly from the cylindrical wall and from the end walls of said second chamber.
10. The combination as defined in claim 5, 6 or 9, wherein said granular material is activated charcoal.
said intake manifold downstream from said carburator, the fuel circulating through said coil being progressively heated and attains a completely gaseous state while in said third chamber.
6. The combination as defined in claim 5, further including a helical strip extending inside said coil within said second chamber.
7. A combination as defined in claim 6, wherein said helical strip is provided with narrow end tabs removably fitted within said inlet and outlet pipes, respectively, for holding said helical strip in position within said coil.
8. The combination as defined in claim 6 or 7, wherein said helical strip has a heat-relecting surface.
9. The combination as defined in claim 5, wherein said second chamber has a cylindrical shape, said coil also defines a cylindrical shape and is spaced inwardly from the cylindrical wall and from the end walls of said second chamber.
10. The combination as defined in claim 5, 6 or 9, wherein said granular material is activated charcoal.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA353,499A CA1101284A (en) | 1980-06-06 | 1980-06-06 | Fuel vaporizer for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA353,499A CA1101284A (en) | 1980-06-06 | 1980-06-06 | Fuel vaporizer for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1101284A true CA1101284A (en) | 1981-05-19 |
Family
ID=4117132
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA353,499A Expired CA1101284A (en) | 1980-06-06 | 1980-06-06 | Fuel vaporizer for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1101284A (en) |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2571100A1 (en) * | 1984-10-03 | 1986-04-04 | Mourgeon Ind Engineering Sa | DEVICE FOR HEATING FUEL FROM DIESEL ENGINES |
| WO1997019265A2 (en) * | 1995-11-21 | 1997-05-29 | Universal Diesel Products Inc. | Fuel pre-heater |
-
1980
- 1980-06-06 CA CA353,499A patent/CA1101284A/en not_active Expired
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2571100A1 (en) * | 1984-10-03 | 1986-04-04 | Mourgeon Ind Engineering Sa | DEVICE FOR HEATING FUEL FROM DIESEL ENGINES |
| EP0177842A1 (en) * | 1984-10-03 | 1986-04-16 | Mourgeon Industrie Et Engineering S.A. | Fuel heating device for a diesel engine |
| US4653456A (en) * | 1984-10-03 | 1987-03-31 | Mourgeon Industrie Et Engineering S.A. | Device for heating the fuel for diesel engines |
| WO1997019265A2 (en) * | 1995-11-21 | 1997-05-29 | Universal Diesel Products Inc. | Fuel pre-heater |
| WO1997019265A3 (en) * | 1995-11-21 | 1997-07-31 | Universal Diesel Products Inc | Fuel pre-heater |
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| Date | Code | Title | Description |
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| MKEX | Expiry |