CA1132415A - Internal combustion engine feed system - Google Patents

Abstract

INTERNAL COMBUSTION ENGINE FEED SYSTEM

ABSTRACT OF THE DISCLOSURE
Disclosed is an internal combustion engine feed system comprising an inlet pipe wherein a throttle and a surface va-porizing element having a heat-supply section are arranged, and a fuel-supply device associated with a fuel metering unit. The fuel-supply device is fitted with a means adapted for deliver-ing the fuel in the form of a film to the surface-vaporizing element and located at one end thereof. The heat-supply sec-tion is located on the opposite end of the surface-vaporizing element.

Description

Field o~ the Invention The pre~ent invention .relate3 to the engine ~n~ineering, and more par-ticularly to intornal combu~t:i.on.en~slne ~eed sg-9 terns.
The system CRn be used Xor feeding petrol en~ines o~
variou~ vehicles.
~ he p:resent invent:ion can be most advantageously used ~or large petxol engines installed on vehioles u,~ed mainly in bl~ towns. 'I'his is determined by the ~act that one of ad-vantages of the present ~stem is a marked deorease o~ the ex-haust-emission toxicitg~
Background o~ the Invention ; It Ls known that the most favourable conditions Xor ig-niti~ and combustion processos ill spark ignition en~ines are provided in case the engine cyl.Lnder~ are ~ ed with ho-mogeneous ~uel-air mixture, i.e, wi-th the [ni~ture wherein the entire ~uel is in vapour state. In the generaL case, the Xuel vapour concentration throughout the cylinder volume m.~y be un-even, the optimum being the concentration field where some mi~-ture enrichmen~ occurs in the vlcinit-g o~ the spark plug~ How-ever, to at-tain -tnis field oX concentration ~peci~ll enKine - designs should be uc~ed (e~g. preco~bu~tioLl chamber cngines), i~hich lovlers the reliabili-ty o~ internal combusti.on engines and makec; the:ir rncln~factuce more e~pensiveO '~hece~ore, ~s Rpplied ,. ' ~

~ ~ ~2 ~ ~7 -to convent:Lonal internal combustio~ engirles, optimal conclltior3s o~ their L7eedinp; .involve compl.etel vaporiza-tion o:L' the iuel ~nd unieorm mixl'ng oi' the latter with ~lir bef7ore comlJustion star-ts.
The quest f'or decreasin~ exhaust emis,sion to~ici-~y and raisint~ el'f'iciency O:e petrol enp7:Lnes makes it ~ecessary to de-velop feeding systerQs v~hich would provide the .-Peedin~ of eng~ine cyl.inders Wit'rl the homo~7eneous 17uel-air mixtureO
There are a number o~ reasons which make it imperative -to leed the engine with the homo~eneous mixture, -the most cs-sential o~ these are as ~ollows:
- decrease ol7 the e~haust emission -toxicity and raisirlg oi the engine e~iiciency due to increasi~g the limit oi the e~ficient mi~ture leaning 3 ~ providintj a hi~hly e~icient combustion process due to only the vapour phase oP the luel present in the cylinders;
- reducing the non-unieormity ol the mixture distriblltion ' between cylinders and ~7rom cycle to cyc].e~
~: - loweri~; the engine parts wear due to the outwash oP
oi.l ~rom the cylindcx walls by the unvaporized :euel.
'I'he problem of homop,enizin~7 ~he ~uel~;~ir mi~ture ar~ solv-ed to a certain extent by ~lll I'eed syste~s now in use, but none ol them ol717er the complete solution to the problem.
Many attempts have been made aimed at improving para met~rs oi' petrol eng7ines by intensi~'yinrn7 the ~uel vaporiza-tion processes, involvir~j the d~velopment Oe various methods ~ ~3~ ~ 5 o.~ inlct p:ipe hea-tin~;, e~g ~ by exhaust g~ases and b~ the ~l.uid O.e the cooli.n~ s~te~ e~llployed l~ith the carbure-ttor~type L'e~e(l~
in~ hr fue~l deposited a~ a :eilm on the inlr~t pipe ~lall~ is hea-ted, thu~ raising the degree o~ vaporizationO
~ Io~ever, ~hese systems ~ail to provide khe complete vapo-rization oI' the f'ucl ~or the ~ollowing reasons:
- ~ormation o~ secondary droplet.s which are broken o~
the ~uel ~ilm ~y the air stream, inability o~ rel.atively big droplets, which have not vaporized in the mi~-ture flow when moving throu~h t~e inlet pipe~ to join the ~ilm~
E~i~orts to raise -the ef~iciency o~ the ~uel vaporization resulted in the development o~ systems employing t~e inlet pipe heating. In particular, -there is known an internal com~
e bustion engina ~eeding system (See "~utombilEng ", 1967, 57, ~o 3, 96-99) comprising an inlet mani~old in parallel with a small-bore mi~ture ~eed pipe providing a higrl ~low rate o~
the ~uel-air mix-ture and~ hence~ better mixing -thereo~. Be-sides~ -there i3 provid~3d a heatin~ chamber ~or heatin~, and dryin~ the liquid ~uel. Respec-tively, two throttle valves are provided whose interconnecting linkage i~ arranged ~o that t~le -throttle in the ~mall-bo.re pipe opens be~ore openinp; the throttle in th~ inlet mani~old.
Durin~ the runnin~-in o~ the engine aeter starting, or in the cour~e Oe acceleration the ~uel-air mixture is taken on].y -t,hroup,h thc small-bore pipe where lt i9 6ubjccted to the interlsive hea-ting b~ exhaust ~ases. At :eu:L.l load the f'uel-ga3 rnixtu.re pas~e~ t~rough the inlet rnani~old witb.ou-t an~ hea-t-in~ ~
'rhe in-tenslve heatinp, oil the fuel~air mi~ture i.n -the inlet pipe results in the thermal. decornposition o~ the :euel and carbonization on the heating chamber sur~aces that ge-t heated up to ex~rernely high temperaturesD Besi-les, the heating of the ~uel-air mi~ture to a high temperature sometlr~es resu].ts in a spontaneous ig~ition o~ the mixture in the inlet pipe.
~ f~orts to develop .euel vaporization ~eed sys-tems -eree from the disadvantages mentioned herein~bove lead to employing vaporizing elements which are heated to somewhat lower tempera-tures equivalen-t to the boiling temperature o~ the heaviest petrol LJ~action6. rllhis i6 provided in -the system describcd in tne U.~.~ Motor mag~zin~l973~ vol~ 14~, No. 368~, 25--27~.rrhe system is known to comprise a vaporizing element which is a vertical pipe, the upper portion thereo~ being located in-side the .inlet ~ipe~ In the vaporizer thexe is a tube partially ~illed with a volatile liquid which is boiled at the lower end by hot e~haust gases. 'L'he resul-ta~t vapoux xises to the top o:f the tube where i.t condenses givin~ up i-ts latent heat o~
vaporization. '~he condensed liquid ealls dowll the -tube walls to rep~at the cycle. In this way the -vaporizing elemellt is 1t the cons-tant ter~perature e~ual to the boiling tompe:ra-ture O:e the volatilo liquid. 'l'he system emplo-ys liqui~ls with the boiling ~.~ 32 ~ S

-temperature o~' abou-t 200C which does not involve the risk of l,h~ th~rmal ~lecompositlon O:e the ~uel.
IIowevr3r, thc above-descri.bcd system cloes not a~ttain -the cornplete vapor:i.æati.on of the ~uel~ '~his is accounted for by the fact that by -the -time the ~uel droplets get uporl the va-po:rizinp, elernent they contain a comparatively large amount of li~ht fractions which immediately vaporize as 900n as the drop~
lets hit the highly heated surfRce. As a result, a vapour cu-shion i~ ~ormed under the droplet which prevents lt from spread- -ing over th~ sur~ace of -the heatin~ element. In this case, no-t only a required hea~ con-tact between the llquid fuel and the vaporizin,P, elemen-t sur~ace ~ails to be o~tained, but also ~a-vourable conditions are created for driving the droplets away by the air ~low 5 'Besides, attention should be glven -to the fac-t that both this ,system and the one described earlier are complex in de sign.
Also known in the art i~ a feed system ~or in-terna'l com-bustion en~ine in accordance with the U.S~ Patent No~ 34~1850.
'rhe desi~n of the system is reasonably ~imple. 'rhe Jystem com-pri.ses an inle-t pipe wit~ a throttle and a ,sur~ace vapor:izing element containing a heat~supply sec-tion, and a ~ue'l-supply device connected to a ~uel-me-terln~ devi.ce. 'rhe surface vapo-ri%inK ele~cnt i~ a plate, o~e.side of which contacts the in-let pipe wall, thl~ lat-ter bein~ comblned in the place vJlth 3~ ~ 5 ~he outlet pipc wall. Thi~ ~ide oi~ the plate i3 -the heat-sup-ply ~ect-ion~ Opposite the other side o~ the plate, in the in let plpe wall, there is installed a ~uel Lnjec-tor scrv:ing a~
-the fuel-supply device.
With the engine in operation, the e~haust heat is trans-~erred to the plate 7 thus heating it to a hi~h temperature. Tile fuel sprayed by the ~uel injector hits the plate surface and ~aporizes. The ~uel vapours get mi~ed with air and are taken into the engine cylinder~.
However, the system in question ~ail~ to provide the com-plete vaporization of the ~uel. ~his is caused by the fact that the fuel drople-ts, when strikLng the strongly heated .surface o~ the plate, start vaporizint, ver~ intensively with the result that a vapour cushion is formed. Sa:Ld vapour cushion prevents the droplets from spreading over the. plate sur~ace and deterio-rates the required heat con-tact between the ~uel drople-ts and the plate sur~ace. Unvaporized ~uel droplets get caught by t'ne air ~low a~d are t~ken to the ~ngine cylindersO Besides, the high tempera-ture of the plate oontributes to the thermal de-composition o~ the ~uel and carbonization on the plate sur~ace.
It ~ollows ~rom the above tha-t none o~ internal combus-tion en~ine ~eed systems in use today are able to provide the complete homogenizing of the ~uel-air mixture delivered to the engine cylinders.

: ~3L32~:~L5 '', Summary o:~ the Invention It is a~ objec-t o~ the present :invention to provide an .interrla] oombu;tion ~nginc :~eed system on~ul~in~ a coMplete homogenization O:e the ~uel-air mi~ture deliverGd to the en-gine cylinders during its running in all opera-ting duties, re sul~ing in a marke~ decrease o~ the exhaust emission to~ici-t~
reduced consurnptiorl o~ fuel 7 as well as the longe~ engine li~e-time.
~ nother object o~ the present invention is -to increase a service li~e of the ~eed sys-tem by vir-tue of thè elimination of the thermal decomposition of the fuel which would otherwise cause the carbonization on the sur.~ace vaporizing elemen-t.
.
: ~ith these and other objects ln~ view9 there is provided ~ an internal combustio~ engine~eed sys-tem comprising an;inlet : ~ :
~: ~ pipe fitted with a throttle and with a sur~ace vaporizing element having a heat-supply section~ and a ~uel-~upply~de-vice associated wi-th a fuel~metering device, wherein, accord- :
ing -~o the inven~ion, the ~uel-supply device contains a means adapted ~or delivering the ~uel in the ~orm o~ a film -to -the .
: surface vaporizing elemént and located at one end -thereo~, ~he heat-supply SeCtioQ being arranged at itq opposite end.
~ n the ~eed system o~ the presen~ invention the ~uel is supplie~ in the ~orm o~ the ~ilm to the sur~ace vaporizing elerrlent at on~ end thereof, while the heating o~ ~he vaporiz-in~ element i~ per~ormod at the oppo~ite end thereo~. This ~ ~ ~2 ~'3 rully protect~ the air flow Pa~sing throu~,h tne inle-t pipe into the engiLle cylinder~ from the unv~porizcd fuel ~rol).Lets g,etting into it, a ternperature ~ield with a ~radual ter,~peratu-,e ~ e bein~, ~ormed alon~, the~ lenf~;th o~ the suri~ace vaporiYIi.rl~
element as directed ~rorn the ~uel supply area toward the heat-ed end thereo~. Over th~ entire length ol' the droplet -travel the temperature varies ~ithin boiling temperatures o~ luel fractions~ whereby the fuel overheatin~ involv.in~ raising~ the temperature up -to carbonization tempera-ture,q is rnade impossible~
In this case, the fuel vaporization proceeds at a high 3peed determin0d by much higher values ol' the vaporizi.ng element to fuel heat transfer ratio, than usual practice. '~his is achieved by the fact that the temperature at which each fuel ~racti.on vaporizes is close to its bolling temperature, -this condition being automatically maintained in case the op~rating duty is changed ov~r, t~lUS causin~ a change in -tlle amount of the ~uel supplied a5 wel~ as in -the exhaust ga~ param~ters.
It i~ dcsirable that th~ mean~ ~OI' deliv~rin~ the ~u~1 in the form o~ the ~ilm to -the sur~ace vaporizing element be provided a~ an annular chamber ~mbracing -the inlet pipe and coMrnunicated wlth the interior CaVlty ther00~ -through an annul-ar slot prov~ded in the inlet pipe wall.
~ his assure6 the uniform spreading o~ t~e ~uel iLl the ~orm of the .~ n upon the ~ur~ace of the vaporizin~ elernent 7 said means bein~ e~tremel~ simplo in de~ign.

~g_ ~z~s : It is a.Lso desirable that the mean,s for deliverinp~
the i'uel in the L'orm o.L' the f'ilm be made as an impell~r ~lo~
~: unted wi~hin the inlet pipe and havinr~ fuel~supply ducts pro-the vided in/blades and thc shaiJt -thereoIJ.
'~his prov:ides h.iC,h de~,~ree oi' unii~ormity o.~ spreading~
~: the ~uel in the ~orm of -the filrn over the surfacc o~ the va-porizin~r eloment, thus makin~, it possible to shorten the len~;th ~: thereoi'~
lt i5 desirable that thc end oi' the suriJace vapori~.ing element .ith the heat-supply sec-tion located -thereon be pro-vided with ribs i'or i~creasin,-J the heat-receiving sur~ace there-o~.
~ his contributes to a more intensive process o~ suppl~-~ ing heat to thLe sur~ace vapori~ing element 7 thus resultinrr ,~ in a shorter length o~ the heat-supply section~
It is also desirable that the throttle be arranp,ed direct-~ ly a~ter the end of the sur~ace va~orizing element9 which has '~ the heat-supply sectlon provided bhereon.
Due to this arrangement the throttle turbulates the lluel--~ air mixture, thus resulting in the homo~,eneous compositiorl there--of acros~ the inlat pipe sectionO
Other objects and advantR~es of th~ inven-tion will be ~pparent ~ro,m the ~ollowinp; detailed description of its e~bo~-dim~nts when read w:ith t-he accompanyin~ drawin~s, wherein~

~10-~3;2~

.Brief Descril)-tion ol~ the Urawln~;s Flp;. 1 :is a s~cti.onal vi.ew scnelllclliica'll~y i.llustratirlg an internal combustiGn erl~.,ine ~ced s~sterfl accordinfJ to the i.n-ven-tiorl and tak.en longituclinally alonl, -khe inlet pipe;
~ ip;~ 2 is a sectional view o:.' another embodiment o:~ the ~ internal combustion engine ~'eed s~stem according to -thc inven - 1-ion -ta'~en lon~,itudinall~J alonpj the inlet pipe, and ~ ig. ~ is an enlarged Vie~lV 0~' an embodiment Oe 1;`ne sur:Eace vaporizing element.
~: Detailed Description o~' -the Invention The internal comoustion engine ~eed s~s-tem comprises an inlet pipe l ~i`i,~, l) :Eitted with a throttle 2 and with a sur~
face vaporiziag element ~. A iuel-suppl~ device 4 is arranged ;

a-t an end 5 o~ the surface vaporizing element ~ and is provided wit~ electro magnetic i'uel., meterin.~ de~ices 6 as well as a means 7 adapted ~or delivery the ~uel in the ~o.rm o~ a i'ilm onto the ~ur~ace vapori~inf~ el~men-t ~J A duct 9 communicates the electro-magnetic ~uel-rne-terin~ dev.ices 6 with a f'uel pump lO and a fuel tank ll~ Th~ electro~magnetic fuel-metering de-vices are controlled b~ a conventional elec-tronic ~uel meterin~, unit -l~ having its in~)ut connected to engine opera-ting duty sensors l~. The means 7 i~ an annular chamber 14 embracin~ the inlot pipe l and comnlunicated with the end 5 O:e the surface vaporizin~ element ~ throu~i,h arl annulaL slot 15 provic1ed in .'~ ' the inlet pipe wall. A heat-supply section 16 i9 located nea-r an end 17 o:E t~le sur~ace vaporizlnf, clemcnt 3~ which :is or)po-site -to tlle end 5. 'l~;~haust gases passing through the outl~t pipe (not shown) p~lve up their latent heat. 'l'he throttle 2 is located directly a~'ter the end 17 oi' the sur~ace vaporizin elerment 3, IIowever~ the throttle 2 may be positioned beI~ore the i'uel-supply device 4 a~ well 9 which is indica-ted by the dash line in the drawing.
Fig, 2 i9 a view o~' another e~mbodiment oi' the,means 7 Ior deliverinO the ~uel in the ~orrn o~ the ~ilrn ~ to -the ~ur-:eace vaporizinSi element 3. ~aid rneans 7 is an impeller lf3 com-prisin~ blades 19 Li~ed on a shaIt 20~ The sha~t 20 o~ the im-peller 1~ is supported in bearings 21 O:e a hub 22 oi' a connect ing strap 23. The connecting strap 23 is located in the inlet pipe 1 in such a manner that -the blades 19 o~ -the impeller 18 are on the lev~l. oi~ t~e end 5 of the suri'ace vaporizing ele-ment 3~ Throu~h ports 24 are provided in the blades 19, tha ports ~ belng in,cornmunication with l,he electronic Meter-ing devices 6 via a port 2~ ~acle in -the shai't 20 and ports 26 made in tne connecti.ng strap 23.
~ he heat-supp'l~ .section 16 located at the end 17 o~ the surIace vaporizing eJement 3 rnay have an eve[l sur~ace ~as suown in ~igs 1 arld 2)~ But it mcly have ribs 27 (~ . 3) scrving to .increase the ~eat-rec~ivin~; a~ea oI' the sectiorl 16.
~ hi~ contribute~ -to a rnore .intens.ivc process oi) ~upp'L~

-].2-3'~

` hcat ~0 t~le surface vat)orizin~ ol~ment ~? tnus resul-tifl,, in a shol~-er lerli~;-ttl of tlle heat-sup~ se~t:ion 16~ To at-Gairl thc maximum ~l~'icierlcy o.~ the L)roposed f~ed sys~em the vapo-rizin~ elemcrlt 3 mu~lj be made.o:~ a hi~h hea-t conductivit~ matc rial, e.g. copp~:c.
: The proposed i.rl-ternal coMbustion englne feed sy~tcm ope- rates as follows.
With the en~ine in opera-tion, thc fuel ~ig. 1) i3 i'o.~ced ~rom t~e ~uel tan~ 11 to the electro-ma~notic fuel-meterirlg devices 6 by means of the ~uel pump 10 via the duct 5. 1'he electro-magne-~ic i'uel~metering devices 6 have their outlets bein~ in communication with the annular chamber 1~ associ.a-Ged with -the end 5 of the surface vaporizing element 3 via -the an-nular slot 15 provided in the wall o~ the inlat pipe 1, At the same time, due to the throt-tle being open1 t'ne air enters the i~let pipe 1~ ~he fuel supply control is accomplished by means o~ var~in~ thc d~ra~ion oi the clrivin~; pul~ses received t'rom the electronic me-tering unit 12 9 thea shapin~ o~ the sai.d pu.lses being performed dapanding upon -the .signals ~rom the en~in~ ope-; - ratin~ dut~ sensors 1~. The metered amount of the ~uel e ~ ers the annular chamber 14 wherefrom it passes throu~h tha annular slot 15 to the end 5 o~' t~e sur~ace vaporizing element 3~ and~
bein,, ac-tc~ upon by the air :elow and surface ~tension i'orces ~ ~
spreads over the su:rfacc thereoi~ in the form of thc :eilm 8.
As heat to the surl'ace vaporizing element 3 is supplied on the section 16 arranged at the end 17 oppo~ ce to the locatiori o"
the means 7, ti~e he~at :rlow f.'rorQ -the heat-suppl~ .~;ectiGn 16 spreads over the sur~ace vaporlzing elemen-c 3 agaln~;t the spreading o~ the ~uel ~ilm 8~ In this casf3, a buildin~-up ternperature Lield i5 produced in the surf'ace vaporizin~ el~3-ment 3 wnich results in heating and vaporizinpj o~' the moving uel 8 in accordance with the fuel ~ractional distillation ., ~ .
curve. Ac a preset tempe.rature o~ the fue].-supply ~ection 16 of' the suri'ace vapor.izing element 3 each :eraction o~ the ~uel moving in the eorm of the film 87 being gradually heated, i'i-nally reaches a zone providing most ~avourable condi~tions for vaporizing thereo~, i.e~ the zone vJherein the temperature of the surface vaporizing element 3 is near the boil~ng tempera- -ture of the eraction in questionO 'rhe wide range temperature field produced in the sur~ace VapoI~izing element 3, as well as the rapid increase of the heat-exchange coe~ficient result-ing ~rom the thinning of the ~uel f'ilm 8 due to spreading and vaporizing thereo~, automatically provide -the setting-up o~
the vaporizatlon zone for each ~uel ~raction in that very spot ~,vhere che heat exchan~e conditio~s aIe at their optimum.
There~ore,- no temperature corltrol of the sur~ace vaporizing elemant 3 is re~uired a~ all operating duties o~ the engine.
'l'he ~uel vapours thus obcained, get ulixed wich the air, ~'nus .~orming the homogRneows fuel~air mixture of controlled compo-~ition. 'l'he aIran~emerlt of the throttle 2 in the inlet pipe , ~3~2~5 1 clirectly aYter the end 1'7 of' the surl'ace vapoLizin,, elernent 3 perYorms trle turbula-tion o~ the l'ucl-air rni~ture Ylovr~ trhus p~o~
ducin~ the homo~,eneous cornposition across -the inlet 1.
'~he in-l,crnal cornbu~tlon engine lJeed s~,stem in accoxdance with the embodirnent clepictecl in l~i~, 2 operate3 ar, I'olLow~.
~ llitil l,he er~jine in operation, the thro-ttle 2 is open, and the air Ylo~l passes via tl-le inlet pipe 1 into the engine c~-linders. In the course o~ its travel the air flow streams over the blades 19 of -the impeller 1~D thus causing~ the 1~-tter to ro-tate. The more is the air consumption~ i.e. the rnore open is the throttle 2, the hi~her is tne rota-tion speed OL the impeller 18, and vice versa. ~-t the same tirne with the air supply the mctered arrlount of' ~uel is delivered into the enpjine cyiinders b~ -the electrornagnetic metering devices 6. Via the ducts 26 irl the connecting strap 23, the duct 25 in the si~it 20 o~ the impeller 18 the ~uel passes into the ducts 2~ OL th~? irrIPe11er blades 19~ Il'rOm ~he ~ucts 24 trle ~uel Ylows to the end 5 of the sur~ace VapOriZin~ element 3 and ~preads over i-ts surYace in trle Yorm oY the l~ilrn 8. The impeller 18 provides a high degree o~ uniYor[rlity whe?n spreadinpj the Yuel ~ilm 8 over the sur~ce vaporizin~ elemen-t 3~ thus making it ~osr,i~le to ~horten the length -therco~ The vaporization o~' the ~uel ~ilm 8 is accom-plished in a rrlanner similar to that in the err~bodirnent oY the syst~rrl descrlL?ed above.
'nhile particular eMbodiments oY the invention have been ~32'~1~

showrl and desc.ribed~ vurious modificat.ions -thereof ~.vill be apparent to those skilled in t'rle art; aild therei'ore it is not inten~ed -that the invention be limited to the disclosed erGbodiments or to tne details ther~of and thc departures ma~
be made there~rom within the spirit and scope of the invention as defined herein.
~ he present invention prevents the therrnal decomposition of the ~uel in the process o~ vaporization thereoi' and eliMi nates the possibili-ty oi' t~le unvaporized f'uel in the li~uic~
phase getting into the engine cylinders~ ~he system p.rovides the complete vaporization oi' the liquid ~uel and a thorough rrli~ing -thereof with the air at ~11 operating duties o~ the en-gine, no special tempera-ture control of the sur~ace vaporiz-ing element being necessary~ The system provides -the homoge-neity of the fuel-air mixture entering the engine cylinders in all operatin~ duties of the engine.
The system provides:
high e~ficiency o~ the i'uel combustion process on ac~
count o~ only the vapour phase o~ the ~uel present in the cy-linders;
- marXed decrease ol' the exhaust emission to~icity in all pollutant cornponents thereo~, and improvertlent of the eco-nomic parameters of the engine;
~ reduction oi' the non-uni~'ormity oi' the ~uel-air mix-ture het~cen cylin~ers and ~ro~ cycle to cycle~

~ the decroaso o:E tLle en~!;ine~ p~rts vJear arisinl, î.ru~
ou-t~wash o~ tho oil :~'rom th~ cylinder walls by unva.porized Puel .

`"' ~' .~ '

Claims (10)

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY
OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. An internal combustion engine feed system comprising an inlet pipe fitted with a throttle and a surface vaporizing element having a heat-supply section; a fuel-metering device;
a fuel-supply device associated with said fuel-metering device;
said fuel-supply device being provided with a means adapted for delivering the supply of fuel in the form of a film to said surface vaporizing element and located at one end of said ele-ment, while said fuel-supply section is located on the opposite end of said surface vaporizing element.

2. A system as claimed in Claim 1, wherein said means for delivering the fuel in the form of the film to said sur-face vaporizing element is an annular chamber embracing the inlet pipe and communicated with the interior cavity thereof by means of an annular slot provided in the wall of said inlet pipe.

3. A system as claimed in Claim 1, wherein said means for delivering the fuel in the form of the film to said sur-face vaporizing element is an impeller mounted on a shaft in said inlet pipe and having fuel-supply ducts provided in blades and said shaft.

4. A system as claimed in Claim 1, wherein said end of said surface vaporizing element, whereon the fuel-supply sec-tion is located, has ribs for increasing the heat-receiving surface thereof.

5. A system as claimed in Claim 2, wherein said end of said surface vaporizing element, whereon said heat-supply section is located, has ribs for increasing the heat-receiv-ing surface thereof.

6. A system as claimed in Claim 3, wherein said end of said surface vaporizing element, whereon said heat-supply section is located, has ribs for increasing the heat-receiving surface thereof.

7. A system as claimed in Claim 1, wherein said throttle is positioned directly after the end of said surface vaporizing element, whereon said heat-supply section is located.

8. A system as claimed in Claim 2, wherein said throttle is positioned directly after the end of said surface vaporizing element whereon said heat-supply section is located.

9. A system as claimed in Claim 3, wherein said throttle is positioned directly after the end of said surface vaporiz-ing element whereon said heat-supply section is located.

10. A system as claimed in Claim 4, wherein said throttle is positioned directly after the end of said surface vaporiz-ing element, whereon said heat-supply section is located.