CA1234026A - Internal-combustion engine - Google Patents
Internal-combustion engineInfo
- Publication number
- CA1234026A CA1234026A CA000511978A CA511978A CA1234026A CA 1234026 A CA1234026 A CA 1234026A CA 000511978 A CA000511978 A CA 000511978A CA 511978 A CA511978 A CA 511978A CA 1234026 A CA1234026 A CA 1234026A
- Authority
- CA
- Canada
- Prior art keywords
- internal
- combustion engine
- conduit
- dispersion
- fuel
- 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
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B47/00—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines
- F02B47/02—Methods of operating engines involving adding non-fuel substances or anti-knock agents to combustion air, fuel, or fuel-air mixtures of engines the substances being water or steam
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B3/00—Engines characterised by air compression and subsequent fuel addition
- F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
-
- 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
Landscapes
- 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
The combustion chamber of an internal-combustion engine is fed via a dispersion supply conduit with a dispersion of water and of fuel supplied via a fuel supply conduit and is fed via an air supply conduit with the air required for the combustion. The exhaust gases generated within the combustion chamber during the combustion are passed via an exhaust gas conduit into a heat exchanger being in connection with a condensate collecting chamber for receiving the condensate formed on cooling the hot exhaust gases and vapors. This condensate is utilized for the production of the fuel-water- -dispersion. The heat of condensation being at disposal within the heat exchanger is utilized for heating the dispersion-air-mixture supplied into the combustion chamber of the internal-combustion engine or for heating the air reguired for the combustion.
Description
1234~)26 Field of the lnvention The invention refers to an internal-combustion engine comprising at least one combustion chamber, to which a dispersion of fuel and water is supplied via a dispersion supplying conduit and to which is supplied the air required for the combustion and wnich is in connection with an exhaust conduit servin~ for the removal of the effluent gases and vapours genera,2d during the combustion.
The fuel used can be a liquid fuel and a pulverulant fuel and optionally a gasified fuel, noting that also a com-bination of li~uid fuel and pulverulant fuel can be used.
The fuel used is in particular gasoline or a Diesel fuel.
The internal-combustion engine can be a reciprocating 1~ machine having within the combustion chamDer at least one piston~but the internal-combustion engine can also consist of a turbine.
Background of the invention In connectlon with internal combustion-engines it is already known to add water to the gasoline, which results in a fuel saving. For this purpose, a dispersion of fuel and water ~ust be produced which is supplied to the com-bustion chamber in place of the pure fuel.
It has already been proposed to provide for the finished dispersion at petrol stations and to deliver the dispersion to correspondingly equipped vehicles. In this case, the `` lZ34~Z~
dispersion is already produced in the refinery either by high pressure spraying or by means of supersonic ~ispersers.
Such a dispersion can simpl~ be produced and is of an excellent qualit~ and allows a fuel saving up to approximate-ly 35 percent. However, there exist numerous drawbacks whichhave forbidden up till now utilizztion of this system in practice. For example, the petrol stations must be equipped with separate tan~s for storing this dispersion, noting that these tanks must consist of rust-proof materials in consideration of the corrosive action of the dispersion.
Storing of the dispersion in these tanks is equally accom-panied by problems, because the dispersions are, on the one hand, not freeze-proof and thus only suitable for being stored at temperatures down to approximately -3 C and have, on the other hand, an only limlted storageability because the dispersion dissociates into its components after some time. Furthermore, the whole fuel system, including the fuel tQnX, of motor vehicles operated with such dispersions must be produced of corrosion-resistent material and must be replaced in existing vehicles. Finally, the great amounts of exhaust steam emitted by the exhaust equipment result in a deterioration of the environments. A further drawback of this system has its origin in the fact that all motor vehicles must be operated with a dispersion having one and the same ratio of fuel 'o water, because the petrol stations can only deliver such dispersions hav ng a definite ratio of fuel to water.
It has also been proposed to supply to the combustion chambers of internal combustion engines not only fuel or, respecti~ely, ~-ia a carburator a fuel-air-mixture but also water by an additional carburator or by an additional in-jection equipment. Also in this manner, a fuel saving upto approximately 40 percent can be achieved. In this case it is disadvantageous that an additional equipment must be provided in the shape of a~second carburator or, respective-ly, an additional injection equipment and that, furthermore, a second tank must be provided ~or the water, which second tank must have considerable dimensions and results in filied condition in a substantial increase of the vehicle weight, because the necessary amount of water is sub-stantially greater than the ~ount of fuel. A further dis-advantage has its origin in the-fact that distilled water must be used because normal tap water would within short result in clogging the nozzles within the carburator system or ir.jection system. The use of distilled water results in an increase of the operating costs, so tha* - on-account of a substantial amount of water being required - the savings in fuel costs are neutralized to a great e~:tent.
Prom ~S-Patent Specification 4 412 512 there has further become known a fuel supply system in which the con-densate obtained on cooling the hot e~haust gases and vapours is emulsified with the fuel and the emulsion obtained is supplied to an internal-combustion engine by means of an injection pump. The drawback of this known 1234~)Z~i arrangement is the heat loss resulting on condensation of the steam within the exhaust system. This condensation heat corresponds to the heat of vaporization which is extracted from the combustion gases. This is the reason on account of 5 which the known arrangements have in the ~ixing ratio an upper limit for the water of approximately 50 percent. If the mixing ration is increased above this value, the efficlency is reduced again.
Objects of the invention It is an object of the present invention to provide an internal-combustion engine which can be operated with an optimum efficlency by means of a dispersion of fuel and water, thereby utilizing all advantages resulting from such operation. It is a further object of the present invention to àesign an internal-combustion engine such that its additional equipment and, respectively, its change-over reguirements isreasonably limited and that, in particular, it can be avoided to provide for a second tank of great volumetric capacity for the water and to provide for a second carburator or, respectively, a second fuel injection pump equip~ent. A still further object of the invention is to design the internal-combustion engine such that operation thereof does not result in an increase of the environmental burden but in a reduction thereof. A further object of the invention is the improvement of the efficiency of the internal-combustion engine and the reduction of the emission ~Z3~02~
of noxiou~ ~bstances via the exhaust system. The interna~--combustion engine according7 to the invention ~hall f~rther be designe~ such that existing internal-combustiGn ensines can in a simple manner be changed over for operation with a fuel-~ater-aispersion. The mixing rati~ between water ana fuel shall be varlable in a simple manner and be adaptable to the just existing requirements in connection with an in-ternal-combustlon engine according to the invention. The internal-combustion engine according to the invention shall further provide the possibility to utilize the hydrocarbons entering the exhaust system-in an unburnt condition.
3rief aescription OL the drawings Pigure ~ shows, in principle, an embodiment of an internal-combustion engine according to the inven,ion.
Figure ~A shows, in principle, a further embodiment of an internal-combustion engine-according to the invention.
Figure 2 shows a section through the control block and through the emulsifying means. Figure 3 show~ in a section the heat exchanger of the internal-combustion engine according to the invention According to the ernbodiment shown in Figure ~, fresh air is fed via an air filter 1 to a heat exchanger 2, the construction and the mode-of operation of which will be explained later in detail. Within the heat exchanger 2, the frech air is heated, whereupon the air is supplied to a carburator 9 via an air supply conduit 3. Heating is lZ34~)26 effected in a manner to be later described in detail by means of the hot exhaust gases and vapors of the motor 5.
The carburator 4 receives via a dispersion supply con-duit 6 a fuel-water-dispersion which is produced wlthin a dispersins means 7, the construction and the mode of operation of which is later explaine~ in ~etail. ~or this purpose, there is fed fuel by means of a fuel pump ~ via a fuel supply conduit 10 from the fuel tank ~ to a control bloc~ 11 to which is also fed condensate by-means of a condensate pump ~3 via a condensate supply conduit 12. The condensate is forme~ -as is later described in detail - within the heat exchanQer 2 and is collected within a condensate collecting chamber.
This embodiment shown in Figure 1 is suitable for adding low proportions of water up to a maximum of approxi-~5 mately 50 percent, but has the advantage of simple con-struction, so that this embodiment provides the possibility to supplement in a simple manner already existing equipment.
The embodlment according to Figure lA differs from the embodiment according to Figure 1-by the fact that the carburator 4 is fed with a fuel-water-dispersion via the dispersion supply conduit 6 and is immediately fed with fresh air from the air filter 1 via the air supply conduit 3.
The heat exchanger 2 is now fed with the dispersion-air--mixture formed within the carburator 4, noting that this mixture is heated within the heat exchanger and the dis-persion is such evaporated prior to supplying the mixture via the conduit 14 into the combustion chamber of the ~234~)26 motor 5. In place of using the carburator~ the dispersion can also be injected into the `neat exchanger 2 via an in-jection nozzle. This e~bodiment is suitable for ~Tery high proportions in water, but the geometric dimensions must be well coordinated relative to the gas velocities.
Furthermore, 2 second throttle or, respectively, a second slide valve can become necessary within the conduit 14 in proximity of the motor 5 if too a great gas tTolume o~ the heat exchanger 2 results in an undesired increase of the response delay of the motor.
Also an embodiment comprising two heat exchangers is possible, noting that one heat exchanger is arranged up-stream the carburato or, respectively, the injection nozzle and the second heat exchanger is arranged between the carburator or, respectively, the injection nozzle and the motor. Such an e~odiment represents a combination o~ the embodiments shown in Figure 1 and in Figure 1A and is preferably used if particularly low outside temperatures are to be expected, because the air sucked in is preheated by the second heat exchanger located upstream the carburator 4 and thus the risk of icing is reduced.
~ he control block 11 consists of a rotatable slide ~al~-e 37 arranged within a housing and allowing to control the supplied fuel as well as the supplied condensate.
Thus, within this control block l1 the mixing ratio between fuel and condensate is adjusted and both components are roughly pre-mixed, noting that it is possible to adjust `-` lZ34~2~
definlte mixing ratios of the fuel-water-disperslor, even during operation of the ir,ternal combus~ion engine. In dependence on type and load condition of the motor, values within the range 9:1 (90 percent water) and approximately 24:~ ~96 percent water) have proved suitable.
The mixture produced within the control block ~1 is, via a conduit 15, fed to the dispersing means 7 and finally dispersed there. Any excess of ~ispersion is recycled to the entry side of the dispersing means ~ia a cycling con-duit 16 into which is interconnected a cycling pump 17.Thus, the amount of dispersion produced within the dispersin~
means 7 need not exactly be coordinated to the required amount and a certain excesslve amount can be produced wi~hin the dispersing means 7, thereby making sure that on all operating conditions a sufficient amount of dispersion is at disposal for being supplied tc the combustion chambers.
The dispersing means 7 is conveniently arranged direct-ly on the motor 5, so that the dispersion required for the combustion is produced directly prior to the com~ustion process and the leng-th of the dispersion supply conduit 6 can be kept short and phase separation of the dispersion is not possible.
The dispersion-air-mixture formed within the carburator 4 is fed into the combustion chamber of the motor 5 via the conduit 14/whereas discharge of the exhaust gases and vapors .. produced during the combustion is effected via the exhaust gas conduit 19, which leads to the heat exchanger 2 and from lZ34~)26 g there via the tube 20, inlo which lS interconnected in a manner known per se an exhaust silencer, into the free atmosphere.
Wlthin the carburator 4, the ~ispersion is atomized and mixed with air liXe usual fuel. It is only necessary that the carburator is designed for the substantially sreater amount of llquids, i.e. that, above all, the diameter of the nozzles must substantially be increased. Fine-mesh filters within the carburator can, however, be omitted, because also coarse contaminations can pass without problems through the nozzles of increased aiameter. These great diameters have 2S a further effect that the tolerances with respect to the ratio between fuel or dispersion, respectively, and air can be greater, because any change of the supplied amount of emulsion is, wi.hin a broad r~nge, scarcely of influence.
The fuel enters the motor in four phases: -1. Mainly as a sas/which is produced during evaporationafter atomizing.
The fuel used can be a liquid fuel and a pulverulant fuel and optionally a gasified fuel, noting that also a com-bination of li~uid fuel and pulverulant fuel can be used.
The fuel used is in particular gasoline or a Diesel fuel.
The internal-combustion engine can be a reciprocating 1~ machine having within the combustion chamDer at least one piston~but the internal-combustion engine can also consist of a turbine.
Background of the invention In connectlon with internal combustion-engines it is already known to add water to the gasoline, which results in a fuel saving. For this purpose, a dispersion of fuel and water ~ust be produced which is supplied to the com-bustion chamber in place of the pure fuel.
It has already been proposed to provide for the finished dispersion at petrol stations and to deliver the dispersion to correspondingly equipped vehicles. In this case, the `` lZ34~Z~
dispersion is already produced in the refinery either by high pressure spraying or by means of supersonic ~ispersers.
Such a dispersion can simpl~ be produced and is of an excellent qualit~ and allows a fuel saving up to approximate-ly 35 percent. However, there exist numerous drawbacks whichhave forbidden up till now utilizztion of this system in practice. For example, the petrol stations must be equipped with separate tan~s for storing this dispersion, noting that these tanks must consist of rust-proof materials in consideration of the corrosive action of the dispersion.
Storing of the dispersion in these tanks is equally accom-panied by problems, because the dispersions are, on the one hand, not freeze-proof and thus only suitable for being stored at temperatures down to approximately -3 C and have, on the other hand, an only limlted storageability because the dispersion dissociates into its components after some time. Furthermore, the whole fuel system, including the fuel tQnX, of motor vehicles operated with such dispersions must be produced of corrosion-resistent material and must be replaced in existing vehicles. Finally, the great amounts of exhaust steam emitted by the exhaust equipment result in a deterioration of the environments. A further drawback of this system has its origin in the fact that all motor vehicles must be operated with a dispersion having one and the same ratio of fuel 'o water, because the petrol stations can only deliver such dispersions hav ng a definite ratio of fuel to water.
It has also been proposed to supply to the combustion chambers of internal combustion engines not only fuel or, respecti~ely, ~-ia a carburator a fuel-air-mixture but also water by an additional carburator or by an additional in-jection equipment. Also in this manner, a fuel saving upto approximately 40 percent can be achieved. In this case it is disadvantageous that an additional equipment must be provided in the shape of a~second carburator or, respective-ly, an additional injection equipment and that, furthermore, a second tank must be provided ~or the water, which second tank must have considerable dimensions and results in filied condition in a substantial increase of the vehicle weight, because the necessary amount of water is sub-stantially greater than the ~ount of fuel. A further dis-advantage has its origin in the-fact that distilled water must be used because normal tap water would within short result in clogging the nozzles within the carburator system or ir.jection system. The use of distilled water results in an increase of the operating costs, so tha* - on-account of a substantial amount of water being required - the savings in fuel costs are neutralized to a great e~:tent.
Prom ~S-Patent Specification 4 412 512 there has further become known a fuel supply system in which the con-densate obtained on cooling the hot e~haust gases and vapours is emulsified with the fuel and the emulsion obtained is supplied to an internal-combustion engine by means of an injection pump. The drawback of this known 1234~)Z~i arrangement is the heat loss resulting on condensation of the steam within the exhaust system. This condensation heat corresponds to the heat of vaporization which is extracted from the combustion gases. This is the reason on account of 5 which the known arrangements have in the ~ixing ratio an upper limit for the water of approximately 50 percent. If the mixing ration is increased above this value, the efficlency is reduced again.
Objects of the invention It is an object of the present invention to provide an internal-combustion engine which can be operated with an optimum efficlency by means of a dispersion of fuel and water, thereby utilizing all advantages resulting from such operation. It is a further object of the present invention to àesign an internal-combustion engine such that its additional equipment and, respectively, its change-over reguirements isreasonably limited and that, in particular, it can be avoided to provide for a second tank of great volumetric capacity for the water and to provide for a second carburator or, respectively, a second fuel injection pump equip~ent. A still further object of the invention is to design the internal-combustion engine such that operation thereof does not result in an increase of the environmental burden but in a reduction thereof. A further object of the invention is the improvement of the efficiency of the internal-combustion engine and the reduction of the emission ~Z3~02~
of noxiou~ ~bstances via the exhaust system. The interna~--combustion engine according7 to the invention ~hall f~rther be designe~ such that existing internal-combustiGn ensines can in a simple manner be changed over for operation with a fuel-~ater-aispersion. The mixing rati~ between water ana fuel shall be varlable in a simple manner and be adaptable to the just existing requirements in connection with an in-ternal-combustlon engine according to the invention. The internal-combustion engine according to the invention shall further provide the possibility to utilize the hydrocarbons entering the exhaust system-in an unburnt condition.
3rief aescription OL the drawings Pigure ~ shows, in principle, an embodiment of an internal-combustion engine according to the inven,ion.
Figure ~A shows, in principle, a further embodiment of an internal-combustion engine-according to the invention.
Figure 2 shows a section through the control block and through the emulsifying means. Figure 3 show~ in a section the heat exchanger of the internal-combustion engine according to the invention According to the ernbodiment shown in Figure ~, fresh air is fed via an air filter 1 to a heat exchanger 2, the construction and the mode-of operation of which will be explained later in detail. Within the heat exchanger 2, the frech air is heated, whereupon the air is supplied to a carburator 9 via an air supply conduit 3. Heating is lZ34~)26 effected in a manner to be later described in detail by means of the hot exhaust gases and vapors of the motor 5.
The carburator 4 receives via a dispersion supply con-duit 6 a fuel-water-dispersion which is produced wlthin a dispersins means 7, the construction and the mode of operation of which is later explaine~ in ~etail. ~or this purpose, there is fed fuel by means of a fuel pump ~ via a fuel supply conduit 10 from the fuel tank ~ to a control bloc~ 11 to which is also fed condensate by-means of a condensate pump ~3 via a condensate supply conduit 12. The condensate is forme~ -as is later described in detail - within the heat exchanQer 2 and is collected within a condensate collecting chamber.
This embodiment shown in Figure 1 is suitable for adding low proportions of water up to a maximum of approxi-~5 mately 50 percent, but has the advantage of simple con-struction, so that this embodiment provides the possibility to supplement in a simple manner already existing equipment.
The embodlment according to Figure lA differs from the embodiment according to Figure 1-by the fact that the carburator 4 is fed with a fuel-water-dispersion via the dispersion supply conduit 6 and is immediately fed with fresh air from the air filter 1 via the air supply conduit 3.
The heat exchanger 2 is now fed with the dispersion-air--mixture formed within the carburator 4, noting that this mixture is heated within the heat exchanger and the dis-persion is such evaporated prior to supplying the mixture via the conduit 14 into the combustion chamber of the ~234~)26 motor 5. In place of using the carburator~ the dispersion can also be injected into the `neat exchanger 2 via an in-jection nozzle. This e~bodiment is suitable for ~Tery high proportions in water, but the geometric dimensions must be well coordinated relative to the gas velocities.
Furthermore, 2 second throttle or, respectively, a second slide valve can become necessary within the conduit 14 in proximity of the motor 5 if too a great gas tTolume o~ the heat exchanger 2 results in an undesired increase of the response delay of the motor.
Also an embodiment comprising two heat exchangers is possible, noting that one heat exchanger is arranged up-stream the carburato or, respectively, the injection nozzle and the second heat exchanger is arranged between the carburator or, respectively, the injection nozzle and the motor. Such an e~odiment represents a combination o~ the embodiments shown in Figure 1 and in Figure 1A and is preferably used if particularly low outside temperatures are to be expected, because the air sucked in is preheated by the second heat exchanger located upstream the carburator 4 and thus the risk of icing is reduced.
~ he control block 11 consists of a rotatable slide ~al~-e 37 arranged within a housing and allowing to control the supplied fuel as well as the supplied condensate.
Thus, within this control block l1 the mixing ratio between fuel and condensate is adjusted and both components are roughly pre-mixed, noting that it is possible to adjust `-` lZ34~2~
definlte mixing ratios of the fuel-water-disperslor, even during operation of the ir,ternal combus~ion engine. In dependence on type and load condition of the motor, values within the range 9:1 (90 percent water) and approximately 24:~ ~96 percent water) have proved suitable.
The mixture produced within the control block ~1 is, via a conduit 15, fed to the dispersing means 7 and finally dispersed there. Any excess of ~ispersion is recycled to the entry side of the dispersing means ~ia a cycling con-duit 16 into which is interconnected a cycling pump 17.Thus, the amount of dispersion produced within the dispersin~
means 7 need not exactly be coordinated to the required amount and a certain excesslve amount can be produced wi~hin the dispersing means 7, thereby making sure that on all operating conditions a sufficient amount of dispersion is at disposal for being supplied tc the combustion chambers.
The dispersing means 7 is conveniently arranged direct-ly on the motor 5, so that the dispersion required for the combustion is produced directly prior to the com~ustion process and the leng-th of the dispersion supply conduit 6 can be kept short and phase separation of the dispersion is not possible.
The dispersion-air-mixture formed within the carburator 4 is fed into the combustion chamber of the motor 5 via the conduit 14/whereas discharge of the exhaust gases and vapors .. produced during the combustion is effected via the exhaust gas conduit 19, which leads to the heat exchanger 2 and from lZ34~)26 g there via the tube 20, inlo which lS interconnected in a manner known per se an exhaust silencer, into the free atmosphere.
Wlthin the carburator 4, the ~ispersion is atomized and mixed with air liXe usual fuel. It is only necessary that the carburator is designed for the substantially sreater amount of llquids, i.e. that, above all, the diameter of the nozzles must substantially be increased. Fine-mesh filters within the carburator can, however, be omitted, because also coarse contaminations can pass without problems through the nozzles of increased aiameter. These great diameters have 2S a further effect that the tolerances with respect to the ratio between fuel or dispersion, respectively, and air can be greater, because any change of the supplied amount of emulsion is, wi.hin a broad r~nge, scarcely of influence.
The fuel enters the motor in four phases: -1. Mainly as a sas/which is produced during evaporationafter atomizing.
2. ~inally distributed as particle within the water drop-2~ lets formed during atomizing and in the film of dispersionflowing to the inlet valves alon~ the walls of the intake elbow.
3. On account of the surface tension, part of the fuel particles arrives at the surface of the water droplets and forms there a thin film.
4. For a minor portion dissolved within the water.
As small as the amount of fuel dissolved in water might 1234~
~ 10 --.
~e, this amoun~ is, however, o great importance. On the one hand, the freezing point ls lowered down to some degrees below O C and a compact lce structure is prevented and, on the other hand, the boiling point is increased and the pheno-menon of delay of ebollution is provoked. If now the dis-persion-air-mixture is compressed after having been sucked--in, the pressure curve does not correspond as usual nearly to the aciabatic line of air but exten2s with a reduced in-clination because the water ~aken alon~ absorbs part of the r.eat generated during compression and thereby evapor2.es and furthermore because the adiabatic exponent of the steam taken along is smaller than that ~f air. Therefore, the compression stroke consumes less energy than during usual operation. If the combustible gases are now ignited by the ignition spark of the spark plug, -also the fuel films located on the surface of the dispersion droplets are ignited because they have, in comparison to the volume of compact gasoline droplets, a surface increased for several decimal powers.
~his heats the already super-heated dispersion droplets, being in the condition of delay of ebollution, beyond the critical temperature, so that they suddenly e~plosively evaporate and disintegrate the fuel particles contained within the droplets into particles of molecular size and violently throw the fuel particles-in all directions. This initiates some type of chain reaction,which propagates uni-formely through the combus-tion chamber. Furthermore, the steam produced cleans the-cylinder free of oil coke and - 1~ - 1234~Z~;
carbon black, which are - 2t the prevailing temperatures -xeacted in an endothermic reaction to hydrogen anG carbon-monoxide. These substances are, on accoun. of the high pressure and the high tem?erature, reacted with further steam to different hydrocarbons. 3ecause ~ small ~ortion of the water becomes additionally .hermically dissociated, i.e. is decomposed into H2 and 2~ but the gases are in the statu nascendi (i.e. atomic), a further gradu2ted hydrogenationznd oxidatlon occurs. Furthermore, the hot steam formed extracts from the system a great amount of heat, so that the peak temperatures are considerably lowered. ~he reactions takinc place are not unlike those taking place in the gasoline syntheses according to Fischer-Tropsch and Kolbel-Engelhardt.
The content in nitrogen oxide is thus strongly reduced and also the proportion of CO is kept small in spite of a rich mixture (~oudouard-equilibrium). The pro?ortion of CHX in the exhaust gases is increased. The intrinsic antiknocking property of the motor is strongly increased so that also motors of a high compression ratio of 1~:1 and still higher can easily be operated with lead-free fuels of low octane value. During the working~ stroke now following, the gases expanc on account of their content of high pressure hot steam to a sreater extent than in the normal Otto car-burator engine.
As can be taken from Figure 2, the slide valve 37 rotatably supported within the housing of the control block ~1 is guided in longitudinal direction by a screwedly connected - ~2 - 1~3~026 cover plate ~ and has a control bore 3&,which is in connection, on the one hand,with the condensat supply con-duit 12 via a bore 44 in the housing and, on the other hand, with a collecting chamber 42 within the control block 11.
further control. bore~39 within the rotatable slide valve 37 is connected, on the one hand, with the fuel supply conduit ~C
via a bore 45 within the housing and, on the other hand, with the mentioned collecting cha~er 42. The collecting chamber ~2 is in connection with the ent-ry side of the dispersing means 7 via the mentioned conduit 15.-This dispersing me~ns 7 has a housing 2~in which isarranged a main nozzle 22. Wi-thin the main nozzle 22, there is pro~ided an acjustable nozzle needle 23,which is supported within a nozzle needle holder -24. By adjusting the nozzle needle 23, the flow velocity of the dispersion can be varied.
The chamber 26, being sealed by~a sealing slee~7e 25, is ln connec,ion, on the one han~, with the main nozzle 22 via openings 27 and, on the other hand, with the cycling con-duit 16 via an opening 28 .in the housing.
That component part of the main nozzle 22.which comprises the nozzle opening 29 is surroun~ed by a mi~ing nozzle 30 having its nozzle opening 31 aligred with the nozzle opening 29, noting that the interstice 32 is in connection with the conduit 15 via an inlet opening 33. The dimension o~ the inter-stice 32 can be varied by varying the relative position between the main nozzle 22 and the mixing nozzle 30 within the housing 21, so t.hat it is possible to make a basic - 13 - 1Z3402~
adjustment. The ~uel-water-dispersion formed by said both nozzies 22, 30 flows into .he ~,ixing chamber 35 defined by a component part 3q connected with the housing 21 and from there, on the one hand, to the carburator 4 via the dispersion su?ply conduit 6 and,- on the other hand, to the entry side of the dispersing means 7 via the cycling conduit 16 and the opening 28 within the housing,~so that any excessi~e dis-persion is again recycled to the dispersing means 7.
The heat exchanger shown in Figure 3 has a plurality of parallel and essentially vertical tubes q6 having their upper end connected with the exhaust gas conduit 19 and opening with their lower er,d into a condensate collecting chamber 97. A heating chamber ~9.accommodating the tubes q6 lS fed via a feed conduit q~ either with fresh air in the embodiment according to Figure-1 or with a dispersion-air--mixture c~ming from the carburator q in the embodiment according to Figure lA. ~he fresh air or, respectively, the dispersion-air-mixture flows through this heating chamber ~9 in counter-current and in upward direction and emerges Irom the heat exchanger 2 at the upper area thereof. In the emDodi-ment according to Figure 1, the heated fresh air is supplied to the carburator 4 via the air supply conduit 3, whereas in the embodiment according-to ~igure 1A the heated dispersion--air-mixture, in which thedispersion is heing evaporated, is supplied to the combustion chamber of the motor 5 via the conduit 1 q . As already mentioned, the hot exhaust gases and vapors removed via the exhaust conduit ~9 are cooled _ ~9 _ 1234~26 within the heat e~changer, in h7hich simultaneously the fresh air or, respectively, the dis~rsion-air-mixture is heated, so that the vapors are condensed an~ the condensate is collected within the condensate collecting chamber ~7.
The le~7el of liquid within the condensale collecting cha~er is indicated by the dashed line 50. ~he exhaust gases flow in upward direction via the channel 51 and then into the tube 20,in wnich is interconnected in a manner known per se an exhaust silencer, and then intj. the -~ree atmosphere.
~0 Removal of the condensate from..the condensate collec,ing chamber 47 via the condensate supply conduit ~2 is eflected at 53 within the area OL- the level 5~ of tne liquid, so that hydrocarbons floating on the:condensed water are equally sucked off. ~ny excess of conaensate is removed via an over-~5 flow 5~. At the lowermost position-of the condensate collect-ing chamber there is provided a closeable dlscharge opening 55 for emptying the condensate collecting chamber 47.
Within the heat exchanger.2 operated acco-ding to the counterflow principle, the steam is, in practice, completely condensed. The exhaust gases are thereby properly w2shed, so that also the unburnt hydrocarbons are nearl~ completel~
separated~because their boiling point is, as a rule, higher than that of water. T~ese unburnt hydrocarbons are partially dissolved ~ithin the condensed water, but the.major part floats on the surface of this distilled water as a thin film of oil, from where it is,-as already mentioned, sucked off together with the condensed water being used for producing - 15 _ 1~34~2~
the disperslon, so that also these unburnt hvdrorarb3ns are utilized. As already mentioned, heating of the dispersion--air-mixture takes place within the heat exchanger 2. For this procedure there is utilized the fact that the boiling point is increased with increasing pressure. On account of a higher pressure always being existent within the exhaust system than within the intake pipe, the dispersion contained within this dispersion-air-mixture evaporates by consumina the amount of heat deliberated by-the steam condensin~ at ~O a higher temperature within the exhaust gas system. In t~e internal-combustion engine accordin~ to the in~ention, the energy balance is just improved for this amount of energy, so that by using the heat exchanger 2 the efficiency is substantially increased.
~5 The ste~m generated during the combustion of the dis-persion-air-mixture within the combustion chamber of the motor 5 results in an effective internal cooling of the motor,so that in an internal-combustion engine according to the invention one can omit l~sual cooling means such as 2G blowers, water coolers, oil coolers or cooling fans. It is even convenient to provide with a heat insulation the motor housing and/or the heat exchan~er 2 together with the condensate collecting chamber ~7 as well as, if desired, further condensate-containing parts of the e~uipment.
Thereby, the heating periods are shor.ened and the sound emission is reduced, on the one hand, and freezing of the condensate at low temperatures is prevented, cn the other hand.
`` lZ341~)2~
- ~6 -For preventing such freezin~ and, respec.ively, for thawing a condensate already frozen on account of extremely low temperatures, the mentione~ component parts of the equipment, above all also the condensate collectins chamber ~7, can be pro-vided with heating means. Conveniently tnere are usea elec-tric hea.ing means which are energized by the vehicle battery and which effect heating of these component parts and the media contained therein.
The theoretic fundamentals in the operation of the internal-combustion engine according to the invention are as follows:
Because an internal-combustion engine can exclusively use the pressure difference between the expanded combustion gas and the ambient air, it seems that the high temperatures generated during the co~bustion are disadvantageous because they result in a high stress of the materials.
These high temperatures a~e, however, actually necessary because the combustion does not result in an increase of yolume but even in a small reduction of volume. According .o stoi~hiometric laws there result-from 10.8 l fuel-air-mixture sucked in only 10 l exhaust gas if equally measured on normal conditions. The loss in volu~le is thus approximately 7.~ per-cen.. This indicates that the pressure increase or, respec-tively, increase in volume within the motor is only based on the extreme temperature increase during the combustion. The increase of pressure and volume, respectively, can be cal-culated by means of the laws of nature.
- ~7 - 1~34~2~, ~ The present in~7ention ma~es use of the fact that, as can be taken from pertinent tables, 1 l of gasoline pro-vides sufficient heat energy to con~ert approximately ~5 l water to steam. In practice, tests haYe shown that even fuel-water-dispersions ha~ing a respective ratio of ~:20 could be burnt ~7ithout problems -~7ithin the motor and could not be expanded b~ this motor to such an extent that conden-sation occurred. According to the present in-~ention, this heat energy is utilized for-evaporating the water ~ispersed witr, the fuel, noting that the steam effects the major part of the expansion work and thus provides for moving the piston or, respectively, the turbine blades in a similar manner as in a steam engine.
The present invention provides the possibility to change over without difficulties and without substantial expenditure any existing internal-combustion engine for operating this engine with a fuel-water-dispersion. In a carburator engine, for exa~plej it is only necessary to install the heat exchanger together with the condensate collecting chamber and preferably to~ether with the conden-sate p~mp, the dispersing means and the required connecting conduits and to enlarge the nozzles of the existin~ car-burator such that the substantially increased amounts of liquid can pass through these nozzles. In compensation therefor it is no more necessary to provide fine-mesh fil-ters, because even contaminations ha~ing a diameter of 1.5 mm, ~hich contaminations ~70uld immediately clog a - 1 & 1234~6 normal carburatcr~ may p2SS these nozzles of increased diameter without causing troubles.
As small as the amount of fuel dissolved in water might 1234~
~ 10 --.
~e, this amoun~ is, however, o great importance. On the one hand, the freezing point ls lowered down to some degrees below O C and a compact lce structure is prevented and, on the other hand, the boiling point is increased and the pheno-menon of delay of ebollution is provoked. If now the dis-persion-air-mixture is compressed after having been sucked--in, the pressure curve does not correspond as usual nearly to the aciabatic line of air but exten2s with a reduced in-clination because the water ~aken alon~ absorbs part of the r.eat generated during compression and thereby evapor2.es and furthermore because the adiabatic exponent of the steam taken along is smaller than that ~f air. Therefore, the compression stroke consumes less energy than during usual operation. If the combustible gases are now ignited by the ignition spark of the spark plug, -also the fuel films located on the surface of the dispersion droplets are ignited because they have, in comparison to the volume of compact gasoline droplets, a surface increased for several decimal powers.
~his heats the already super-heated dispersion droplets, being in the condition of delay of ebollution, beyond the critical temperature, so that they suddenly e~plosively evaporate and disintegrate the fuel particles contained within the droplets into particles of molecular size and violently throw the fuel particles-in all directions. This initiates some type of chain reaction,which propagates uni-formely through the combus-tion chamber. Furthermore, the steam produced cleans the-cylinder free of oil coke and - 1~ - 1234~Z~;
carbon black, which are - 2t the prevailing temperatures -xeacted in an endothermic reaction to hydrogen anG carbon-monoxide. These substances are, on accoun. of the high pressure and the high tem?erature, reacted with further steam to different hydrocarbons. 3ecause ~ small ~ortion of the water becomes additionally .hermically dissociated, i.e. is decomposed into H2 and 2~ but the gases are in the statu nascendi (i.e. atomic), a further gradu2ted hydrogenationznd oxidatlon occurs. Furthermore, the hot steam formed extracts from the system a great amount of heat, so that the peak temperatures are considerably lowered. ~he reactions takinc place are not unlike those taking place in the gasoline syntheses according to Fischer-Tropsch and Kolbel-Engelhardt.
The content in nitrogen oxide is thus strongly reduced and also the proportion of CO is kept small in spite of a rich mixture (~oudouard-equilibrium). The pro?ortion of CHX in the exhaust gases is increased. The intrinsic antiknocking property of the motor is strongly increased so that also motors of a high compression ratio of 1~:1 and still higher can easily be operated with lead-free fuels of low octane value. During the working~ stroke now following, the gases expanc on account of their content of high pressure hot steam to a sreater extent than in the normal Otto car-burator engine.
As can be taken from Figure 2, the slide valve 37 rotatably supported within the housing of the control block ~1 is guided in longitudinal direction by a screwedly connected - ~2 - 1~3~026 cover plate ~ and has a control bore 3&,which is in connection, on the one hand,with the condensat supply con-duit 12 via a bore 44 in the housing and, on the other hand, with a collecting chamber 42 within the control block 11.
further control. bore~39 within the rotatable slide valve 37 is connected, on the one hand, with the fuel supply conduit ~C
via a bore 45 within the housing and, on the other hand, with the mentioned collecting cha~er 42. The collecting chamber ~2 is in connection with the ent-ry side of the dispersing means 7 via the mentioned conduit 15.-This dispersing me~ns 7 has a housing 2~in which isarranged a main nozzle 22. Wi-thin the main nozzle 22, there is pro~ided an acjustable nozzle needle 23,which is supported within a nozzle needle holder -24. By adjusting the nozzle needle 23, the flow velocity of the dispersion can be varied.
The chamber 26, being sealed by~a sealing slee~7e 25, is ln connec,ion, on the one han~, with the main nozzle 22 via openings 27 and, on the other hand, with the cycling con-duit 16 via an opening 28 .in the housing.
That component part of the main nozzle 22.which comprises the nozzle opening 29 is surroun~ed by a mi~ing nozzle 30 having its nozzle opening 31 aligred with the nozzle opening 29, noting that the interstice 32 is in connection with the conduit 15 via an inlet opening 33. The dimension o~ the inter-stice 32 can be varied by varying the relative position between the main nozzle 22 and the mixing nozzle 30 within the housing 21, so t.hat it is possible to make a basic - 13 - 1Z3402~
adjustment. The ~uel-water-dispersion formed by said both nozzies 22, 30 flows into .he ~,ixing chamber 35 defined by a component part 3q connected with the housing 21 and from there, on the one hand, to the carburator 4 via the dispersion su?ply conduit 6 and,- on the other hand, to the entry side of the dispersing means 7 via the cycling conduit 16 and the opening 28 within the housing,~so that any excessi~e dis-persion is again recycled to the dispersing means 7.
The heat exchanger shown in Figure 3 has a plurality of parallel and essentially vertical tubes q6 having their upper end connected with the exhaust gas conduit 19 and opening with their lower er,d into a condensate collecting chamber 97. A heating chamber ~9.accommodating the tubes q6 lS fed via a feed conduit q~ either with fresh air in the embodiment according to Figure-1 or with a dispersion-air--mixture c~ming from the carburator q in the embodiment according to Figure lA. ~he fresh air or, respectively, the dispersion-air-mixture flows through this heating chamber ~9 in counter-current and in upward direction and emerges Irom the heat exchanger 2 at the upper area thereof. In the emDodi-ment according to Figure 1, the heated fresh air is supplied to the carburator 4 via the air supply conduit 3, whereas in the embodiment according-to ~igure 1A the heated dispersion--air-mixture, in which thedispersion is heing evaporated, is supplied to the combustion chamber of the motor 5 via the conduit 1 q . As already mentioned, the hot exhaust gases and vapors removed via the exhaust conduit ~9 are cooled _ ~9 _ 1234~26 within the heat e~changer, in h7hich simultaneously the fresh air or, respectively, the dis~rsion-air-mixture is heated, so that the vapors are condensed an~ the condensate is collected within the condensate collecting chamber ~7.
The le~7el of liquid within the condensale collecting cha~er is indicated by the dashed line 50. ~he exhaust gases flow in upward direction via the channel 51 and then into the tube 20,in wnich is interconnected in a manner known per se an exhaust silencer, and then intj. the -~ree atmosphere.
~0 Removal of the condensate from..the condensate collec,ing chamber 47 via the condensate supply conduit ~2 is eflected at 53 within the area OL- the level 5~ of tne liquid, so that hydrocarbons floating on the:condensed water are equally sucked off. ~ny excess of conaensate is removed via an over-~5 flow 5~. At the lowermost position-of the condensate collect-ing chamber there is provided a closeable dlscharge opening 55 for emptying the condensate collecting chamber 47.
Within the heat exchanger.2 operated acco-ding to the counterflow principle, the steam is, in practice, completely condensed. The exhaust gases are thereby properly w2shed, so that also the unburnt hydrocarbons are nearl~ completel~
separated~because their boiling point is, as a rule, higher than that of water. T~ese unburnt hydrocarbons are partially dissolved ~ithin the condensed water, but the.major part floats on the surface of this distilled water as a thin film of oil, from where it is,-as already mentioned, sucked off together with the condensed water being used for producing - 15 _ 1~34~2~
the disperslon, so that also these unburnt hvdrorarb3ns are utilized. As already mentioned, heating of the dispersion--air-mixture takes place within the heat exchanger 2. For this procedure there is utilized the fact that the boiling point is increased with increasing pressure. On account of a higher pressure always being existent within the exhaust system than within the intake pipe, the dispersion contained within this dispersion-air-mixture evaporates by consumina the amount of heat deliberated by-the steam condensin~ at ~O a higher temperature within the exhaust gas system. In t~e internal-combustion engine accordin~ to the in~ention, the energy balance is just improved for this amount of energy, so that by using the heat exchanger 2 the efficiency is substantially increased.
~5 The ste~m generated during the combustion of the dis-persion-air-mixture within the combustion chamber of the motor 5 results in an effective internal cooling of the motor,so that in an internal-combustion engine according to the invention one can omit l~sual cooling means such as 2G blowers, water coolers, oil coolers or cooling fans. It is even convenient to provide with a heat insulation the motor housing and/or the heat exchan~er 2 together with the condensate collecting chamber ~7 as well as, if desired, further condensate-containing parts of the e~uipment.
Thereby, the heating periods are shor.ened and the sound emission is reduced, on the one hand, and freezing of the condensate at low temperatures is prevented, cn the other hand.
`` lZ341~)2~
- ~6 -For preventing such freezin~ and, respec.ively, for thawing a condensate already frozen on account of extremely low temperatures, the mentione~ component parts of the equipment, above all also the condensate collectins chamber ~7, can be pro-vided with heating means. Conveniently tnere are usea elec-tric hea.ing means which are energized by the vehicle battery and which effect heating of these component parts and the media contained therein.
The theoretic fundamentals in the operation of the internal-combustion engine according to the invention are as follows:
Because an internal-combustion engine can exclusively use the pressure difference between the expanded combustion gas and the ambient air, it seems that the high temperatures generated during the co~bustion are disadvantageous because they result in a high stress of the materials.
These high temperatures a~e, however, actually necessary because the combustion does not result in an increase of yolume but even in a small reduction of volume. According .o stoi~hiometric laws there result-from 10.8 l fuel-air-mixture sucked in only 10 l exhaust gas if equally measured on normal conditions. The loss in volu~le is thus approximately 7.~ per-cen.. This indicates that the pressure increase or, respec-tively, increase in volume within the motor is only based on the extreme temperature increase during the combustion. The increase of pressure and volume, respectively, can be cal-culated by means of the laws of nature.
- ~7 - 1~34~2~, ~ The present in~7ention ma~es use of the fact that, as can be taken from pertinent tables, 1 l of gasoline pro-vides sufficient heat energy to con~ert approximately ~5 l water to steam. In practice, tests haYe shown that even fuel-water-dispersions ha~ing a respective ratio of ~:20 could be burnt ~7ithout problems -~7ithin the motor and could not be expanded b~ this motor to such an extent that conden-sation occurred. According to the present in-~ention, this heat energy is utilized for-evaporating the water ~ispersed witr, the fuel, noting that the steam effects the major part of the expansion work and thus provides for moving the piston or, respectively, the turbine blades in a similar manner as in a steam engine.
The present invention provides the possibility to change over without difficulties and without substantial expenditure any existing internal-combustion engine for operating this engine with a fuel-water-dispersion. In a carburator engine, for exa~plej it is only necessary to install the heat exchanger together with the condensate collecting chamber and preferably to~ether with the conden-sate p~mp, the dispersing means and the required connecting conduits and to enlarge the nozzles of the existin~ car-burator such that the substantially increased amounts of liquid can pass through these nozzles. In compensation therefor it is no more necessary to provide fine-mesh fil-ters, because even contaminations ha~ing a diameter of 1.5 mm, ~hich contaminations ~70uld immediately clog a - 1 & 1234~6 normal carburatcr~ may p2SS these nozzles of increased diameter without causing troubles.
Claims (17)
1. An internal-combustion engine comprising at least one combustion chamber to which a dispersion of fuel and water is supplied via a dispersion supply conduit and to which is supplied the air required for the combustion and which is in connection with an exhaust gas conduit serving for the removal of the exhaust gases and vapors generated during the combustion, a heat exchanger being interconnected into said exhaust gas conduit, condensation of the water contained in the exhaust gases and vapors taking place in said heat exchanger with simultaneous heating of the air required for the combustion, noting that a condensate collecting chamber for receiving the condensed water is pro-vided and connected with the entry side of a dispersing means via a condensate supply conduit, the fuel supplied via a fuel supply conduit being dispersed with water within this dispersing means, the outlet side of which is in connection with the dispersion supply conduit.
2. Internal-combustion engine as claimed in claim 1, wherein within the heat exchanger is heated the dispersion--air-mixture subsequently to be fed into the combustion chamber of the internal-combustion engine.
3. Internal-combustion engine as claimed in claim 1, wherein a condensate pump is interconnected into the conden-sate supply conduit.
4. Internal-combustion engine as claimed in claim 1, wherein the dispersing means is preceded by a control block within which fuel and water are premixed and the ratio between fuel and water is adjusted and the outlet side of which is, via a conduit, in connection with the entry side of the dispersing means.
5. Internal-combustion engine as claimed in claim 1, wherein the dispersing means is directly mounted on the in-ternal-combustion engine.
6. Internal-combustion engine as claimed in claim 1, wherein a chamber containing the dispersion is in connection with the entry side of the dispersing means via a cycling conduit.
7. Internal-combustion engine as claimed in claim 6, wherein a cycling pump is interconnected into the cycling conduit.
8. Internal-combustion engine as claimed in claim 1, wherein the condensate supply conduit opens into the conden-sate collecting chamber in its upper area.
9. Internal-combustion engine as claimed in claim 1, wherein the dispersing means has a housing in which is arranged a main nozzle connected with the conduit coming from the control block and having its component part comprising the nozzle opening outwardly surrounded by a mixing nozzle, the nozzle opening of which is in alignment with the nozzle opening of the main nozzle, noting that the interstice between the outer side of the component part, comprising the nozzle opening, of the main nozzle and the inner side of the component part, having the nozzle opening, of the mixing nozzle is in connection with the dispersion supply conduit.
10. Internal-combustion engine as claimed in claim 9, wherein an adjustable nozzle needle is provided within the main nozzle.
11. Internal-combustion engine as claimed in claim 9, wherein the main nozzle is designed as an insert member adjustably arranged within the housing.
12. Internal-combustion engine as claimed in claim 1, wherein the heat exchanger has substantially vertical tubes parallely arranged one relative to the other and being at their upper ends connected with the exhaust gas conduit and opening at their lower end into the condensate collecting chamber, said tubes being arranged within a chamber which is connected at its lower area with a feed conduit for the supply of the media to be heated and which is connected at its upper area with a discharge conduit for discharging the heated medium.
13. Internal-combustion engine as claimed in claim 1, wherein the housing of the internal-combustion engine is provided with a heat insulation.
14. Internal-combustion engine as claimed in claim 1, wherein the condensate-containing component parts are at least partially provided with a heat insulation.
15. Internal-combustion engine as claimed in claim 14, wherein the heat exchanger together with the condensate collecting chamber is provided with a heat insulation.
16. Internal-combustion engine as claimed in claim 1, wherein the condensate-containing component parts are at least partially equipped with heating means.
17. Internal-combustion engine as claimed in claim 16, wherein the condensate collecting chamber is equipped with a heating means.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000511978A CA1234026A (en) | 1986-06-19 | 1986-06-19 | Internal-combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000511978A CA1234026A (en) | 1986-06-19 | 1986-06-19 | Internal-combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1234026A true CA1234026A (en) | 1988-03-15 |
Family
ID=4133384
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000511978A Expired CA1234026A (en) | 1986-06-19 | 1986-06-19 | Internal-combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1234026A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120186557A1 (en) * | 2011-01-24 | 2012-07-26 | Jenkins Walter P | Apparatus, system, and method for vaporizing fuel mixture |
-
1986
- 1986-06-19 CA CA000511978A patent/CA1234026A/en not_active Expired
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20120186557A1 (en) * | 2011-01-24 | 2012-07-26 | Jenkins Walter P | Apparatus, system, and method for vaporizing fuel mixture |
| US10648430B2 (en) * | 2011-01-24 | 2020-05-12 | Walter P. Jenkins | Apparatus, system, and method for vaporizing fuel mixture |
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