CA2050080A1 - Heating device and systems to reduce surface tension and viscosity characteristics of fluid fuels, gaining improved atomization, lowering consumption and reducing obnoxious exhaust elements, on fluid fuel burning engines - Google Patents

Abstract

. A heat gathering device, comprising two chambers that can be presented to any hot part of an engine. For the purpose of elevating the fluid fuel feed stock; directly within the device; or, indirectly through another fluid medium. This to gain a lowering of the surface tension and viscosity characteristics of the fluid fuel. In order to provide improved atomization, using current designed carburetors and injection systems. Without recourse to vapourization. But, providing improved combustion without loss of power; and gaining a reduction in the obnoxious elements of the exhaust fumes; regardless of the use of catalytic converters.

Description

A heating device and systems to reduce surface tension and viscos~ty characteristics of flu;d fuels.

The present invention relates to a heat gathering device and systems, that allows Direct or Indirect heating of fluid fuels, by proximity to e~gine exhaust systems. To cause a reduction in the surface tension and viscosity characterist~cs when used ~n fluid fuel burning engines. ~hen such a modified fuel ls applied to known and current carburation and injection systems, a much finer atomisation results.
This allows power generation improvement for less fuel was~age and 10. reduces the obnoxious elements in the exhaust fumes. Thereby, cossett~ng a non renewable resource - Fossil fuels.

Throughout the development of automobile carburation many forms of apparatus have been devised to redu~e consumpt~on of fluid fuels.
Each of~them reaching for temperatures produc~ng vapourization of the fuel.

~hllst most of those devices were successful in producing the objective ~apour; n3ne of the engines produced over these years was capable of uslng such a vapour. Either inltially or on a continual basis. Because vapou~ts~tlon caused caused excessive and rapid internal wear; fast 20. breakdown of lubrication oils and their attendant systems; excess~vely high operatlon temperatures; and d~fficulty in gaining control on engines fed with fuel vapour.

It is desirable to introduce a process that will allow all current carburation and ~nject~on systems to accept and use wlthout damage, a fuel me~um that retains its fluid properties. Allowing the exist~ng systems to produce a finer atom~sat~on.~Which in turn~g~ves a qu~cker and more complete combustion of the fuel presented. Resulting ~n more power produced for less volume of fuel used. Producing exhaust fumes that bear lower levels o~ obnoxious elements, than the same carburation system produced before the heating of the fuel. All of ~his can be achieved by heating the fuel stock ~o a much lower ~emperature than that for Yapourization.

The present in~ention produces heated fluid fuel feed-stock at the more desirable lower temperature ranges and always presen~s fuel in a fluid form, to the atomization stage. Avoiding the very undes~rable ~apourization produced by other devices. The warmed fuel~ hav~ng a 1~. lower surface tension and viscosity, is easily processed into finer atomization, by ~he original carburetor or injection system, without modification.

The invention consists of a heat gathering main chamber, which carries a smaller chamber in parallel with it~ They are coaxial, w1th the smaller chamber connected to the inlet and outlet of the main chamber.
Both are preferably cyl~ndrical in form, with closed but vented ends.

A flow control orif~ce ~s arranged at the entrance and exit of the small chamber. Each orif~ce has a parabolic cross section th~t provides two dlstinct le~els of flow character~stic.

20. A s~m~lar parabolic cross sectioDed orifice of a higher flow capac~ty ls s~tuated down stream~froc the main chamber. ~ ~

Right acrcse the down~stream end of~the main chamber, a~sealed retent~on bulkhead is arranged. This carr~es another flow control orlfi~e, in its upper quadrant.

The parabolic cross sect~on~o~ the con~rol orlf1ces~provides two separate flow cond~tions. At low flow pressur~s the~parabolic profile :
causes a turbulant collar to Pcrm in the exlt passage o~ the orifice, _3_ ~

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giving it a flow reluctance property. At higher flow demands, the greater pressure drop over ~he orifice configura~ion, causes the flow-reluctance collar to wipe out~ Providing an ins~an~ increase in flow, without introduction of mechanical moving parts.

Each of the orifices will respond immediately on application of an increased pressure drop, Providing an upper flow condition, sh~uld it be required, for high power demand or emergency.

The combined effect of ~he flow control orifices and the incre~sed cross section of the main and small chambers comb~ned is to slow lO. down the passage of the fuel as it passes through th~s section of the ciru~t.

Slowing the passage of the fuel down, inside this dev~ce, allows the fuel time to heat up to the desired levels, for surface tension and ~iscosity reduction.

By carefull arrangemen~ of the d~sposition of the maln chamber; near, to the full range of heating, can be achieved.

The ref~nement ( more heat, or less, if requ~red ) can be ac~ieYed by rot~tlng the main chamber such that it carr~es the small cha~ber nearer to the heat source, or away from it. Thus prov~dlng a refineme~t fac~l~ty 20. for the heat gathering character~st~cs.
This heat gatherlng var~able, can be used to achleve the temperature range of response requlred a~ the carburetor.

This ~nvent~on intends that the heat gathering vessel has two uses.
One for heat~ng fluid fuels wlth1n itself, for dtrect supply to the carburator, called "DIRECT". Or~ another use ( 1n the same conff ~uration 1;
gathering heat into a h~gh temperature oil body w~th~n the device, for _4_ indirect heat supply to the fuel system of an englne, via a contra-flow heat exchanger~ called "INDIRECT".

The known and proven ~empera~ure ranges ~or the fuel to enter the carburetor or injection system are :- 83F ~o 124F for summer fuels and 67F to 104F for winter fuels, for them to gain sufficient surface tension and viscosity reduction and give subsequent performance impro~ement across the engine, using gasoline. The range for diesel fueled eng~nes ls 87F to 137F, Both the 'DIRECT" and "INDIRECT" systems will provlde the required lO. heat boos~, Each in ~ts own safe manner.

The DIRECT system works w~in the prescribed ranges and is the cheaper sys~em to instal.

The INDIRECT system can be se~ to operate on more refined ranges. Is useful for hard access systems.

To rel~veexcess fuel pressure ~n both systems, caused by continued heat~ng after eng~ne shut down; a fuel filter w~th a constant bleed-off back to the fuel tank, ~s provided. Aga~n, thls flow ~s controlled by a very s~all d~ameter parabol~c orifice ~nserted in ~he bleed~of~ llne, : ~
There are two systems for the opera~on of the INDIRECT m~thod. A simple 20, convect~on circu~t and a pump assisted circui~

Both Ind~rect systems can carry a flow control valve ln the hot r1ser line, that is controlled in turn by a thermostat placed ~n the fuel llne~ just before the carburetor.
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Both of these ~nd~rect systems, are toppQd up~a~nd expanslon rel~eved w~th~n the1r high temperature oi1~ systems,; by prov~s~on of a gravi~y ' :

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feed tank, situated and connected to the bottom of the 'cold' return line.

Application of this inven~ion and its systems, is not confined to automo~ive outlets. The princ~ples can be design adapted to operate on stationary engines and any process relying on refined atomisation of fluid fuels for econom~c combustion, w~thin ~ts operation.

The in~ention, as exemplif~ed by prefered embodiments, is described w~th referance to the drawings in which :-F~gure I is a schemat~c of the device with ~nternal de~ails and dep~cted in the "DIRECT-USE CIRCUIT"~
F~gure II is a schematic of the device depicted in the "INDIRECT-USE
CIRCUIT".
Figure III Shows the ro~ational effect on ~he comb~ned heat output of the small parallel chamber. From the hottest to the coldest conditions.
F~gure IY Shows the low pressure drop flow cond~t~on~ for the FLO~ RELUCTANCE ORIFICE.
F~gure V Shows the hlgh pressure drop flow cond~tion, for the FLOW RELUCTANCE ORIFICE.
F~gure VI Shows the SIGNIFICANT TEMPERATUR~E RANGES for operat~on of th~s ~n~ention, ~n chart form.
F~gure VII Shows the TEST-DETE2MINED EFFECTIVE TEMPERATURE RANGES for for surface tens~on and v~scosity reductlon of winter and su -er gasol~ne fuels. Us~ng results from systems test mod~f~ed by thls ~nvent~on.
F~gure VIII Is a tabulation of EXHAUST EMI~SSIONS ANALYSIS~with c~mpar~son across s~x representat~ve modern automob~les with the~r relevant part~culars.

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Refering to Fig I, which depicts the principal antkipated embodiment of this invention, within a DIRECT-USE CIRCUIT; to achieve the reduction of surface tens~on and viscosity charac~eristics of the liquid fuel being processed by the apparatus.

The device is a combination of two chambers, used to gath~r heat from an engine source and ~ransfer that heat to the body of l~quid fuel, within the apparatus.

The Main Chamber 1 Fig.I. would more often take a cylindrical formation, made of a good heat conduct~ng mater~al such as copper. Confined applicat~ons could call for other cross sect~ons for th~s chamber.
Each end being conical to form the reduced cross sec~ion for the ~nle~
and outlet branches 12 & 13 Fig I.

The second chamber 2. Fig,I, is a smaller tubular chamber9 arranged to run parallel with the main chamber.

Achieved, by permanent Tee junct~on w~th the ~nlet 12 and outlet 13 of the maln chamber.

Each of these components being made of a sim~lar good heat conduct~ng mater~al such as copper.

All the component material and the construction brazing ~3 to be of materlal capable of w~hs~and~ng the hi ghest ~nternal cumbust~uh eng~ne exhaust manifold tempera~ures, wi~hout melting, dlstort~Qn~or ~eakening of the device.

The pr~nc1pal object~ve of th~s apparatus is to slow down the passage of the fuel as it passes the heat gather~ng zone. Th~s ~ch~eved ~n :
two ways. ;

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One by increasing the crossec~ion presented to the flow of the fuel within the de~ice.

This being the combined cross section of the Main chamber 1~ and the small parallel chamber 2.

This combined cross section is varied to suit the peak demand flow of the engine be~ng modified. Along with the combined volume of the structure to gain the required temperature contro1 of the feed stock to the carburetor.

To further assist in this temperature control, the small chamber 2, is used in a very particular manner during commissioning of a modifying installation.

To fully describe th~s characteristic of this invention, referance is made to Figure III.

As a refinement facillty to the f~nal heat output of the whole dev~ce;
the small chamber ~s used to provide hea~ increase or r~duction for the r~ser to the carburetor. This is achieved by rotat~ng the small chamber clo~er to the exhaust manifold, or further away from that heat source9 as shown ~n ~igure III.

Where pos~tion 1 Fiy III9 is considered the pr~me sett~ng position for the small chamber, 6iving the most NEUTRAL tempera~ture influence.

An extra heating ~nfluence ~s gained by rotating the~ma~n ohamber, to cause the small chamber to move from pos~tion'1 ~through '~2' to '3'.
There w~llbe a gradual and dlst~nc~ r~se ~n the temperature of the comb~ned flow from the main chamber and the small chamber, This Is because the small chamber is capable of absorb~ng more heat when taken closer to the heat sourCe, the exhaust manifold.

~ a~ a~ 3 An extra cooling influence is gained by rotation of the ma;n chamber taking the small chamber from position '1' through '4' to '5'; which will cause a drop in the combined fuel output temperature, from the invention;
as the small chamber moves away from ~he heat source and deeper into the cooling SLIPSTREAM, passing the engine. BothJ when the vehicle is in motion and under the radiator fan's influence. There is an additional cooling effect, caused by the small chamber being screened from the heat source, by the main chamber.

Should the device be clamped direc~ly to the manifold; then the modulating effect of the `small cham~er posi~on, w~ll have an even stronger influence and control value, on the combined outle~ condition.

The small parallel chamber has another subsidary function. It is also a complete alternative supply to the main chamber. Should ~he main chamber orif~ce beco~e choked.

Thus providing a safety cover, by g~ving a cont~nual supply capable of susta~ning full operation of the eng~ne. No matter what final position or attitude is adopted for thermal control.

The SECOND and addit~onal method for gaining a slowing down of the fuel flow through the invent~on, is brought about by appl~cat~on of four FLOW RELUCTANCE ORIFICES, d~spersed about the de~ice in the strategic positions shown at points 3 and 10 Fig.l.

The orifice shown at 10 Fig.I. ~s constructed in the upper segment of a bulkhead wh~ch completely blocks the wain chamber at the down stream end, as shown at 9 F~g.I. This or~fice with~n the bulkhead, is to provide a con~rol that will waintain a very slow flow through the main chamber. Allow~ng the des~red heat transfer, extra t~me to occur;

_9_ Referance is now made to Figures IV and V., to describe the dual flow function provided by the FLOW RELUCTANCE ORIFICES, used throughout this invention and systems.

The ob~ective use of Flow Reluctan~ Oriflces within ~his invention and systems, is, to achieve two distinct conditions of flow; without use of mechanical moving parts. Gaining flow reduction conditions during normal engine operations; that cause slower passage of fluid fuels through the heating device. Wh~ch will allow eleva~ed heat transfer~
by extending the per~od of exposure to the heat source. Whilst satlsfying all higher var~ations in flo~ demand, from peak eng~ne operatlon levels.

There are two dist~nct conditions of flow ~hrough Flow Reluctance Oriflces:-THE SLOWEST, when there is ~he lowest pressure drop across the orifice, with flow patter~ as shown in Figure IV, and -THE FASTEST, when there is the h~ghest pressure drop across the orifice, w~th flow patterns as shown in Figure V.

Cons~der~ng the ~OW PRESSURE DROP CONDITION; ~f a nor~ally right angle faced or~f~ce mouth, 12 F~g.IV, ls depressed ~nto the body of an orif~ce, 7 Flg.IV; carry~ng a parabol~c~ el~p~ical or spherical profile; the flow pattern through the remodelled or~fice ~s deformed ~n a defin~te manner, As shown at 8 F~g.IV.

The flow wh~ch ~s turned down the new proflle f~ce,~collects sufflcient strength, such that ~t reduces~or WAIST5 the ava~lable flsw diameter from "D" to an effect~ve 'd'; ~y developing a none flow TURBULANCE
COLLAR, shown at 9 Fig. IV, at the entrance of the or1fioe~

Th~s TURBULANCE COLLAR. ef~ect~vely reduces th~ ava~lable flow, dur~ng low pressure drop condit~ons across the orif~ce. It ls a very femir or delicate cond~t~on.~Sustained only at~low pressure ~drop conditions.
Th~s del~cate reduced flow cond~on, is designated as a FLOW RELUCTANCE FACTOR (F.R.~

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This Flow Reluctance Factor ;s design-sized, to be directly applied throughou~ the operational conditions of the heat gathering device.
Achie~ing an even slower ~uel flow ~hrough the apparatus. With the Flow Reluctance Factor matched to the normal/2500 rpm/ highway speed of a particular engine application.

Considering the HIGH PRESSURE DROP CONDITION; when a high pressure drop change is applied to the previous delicate cond~tions; there is radical deformat~on of the established 'turbulance collar', a~ the ~ntrance to the or~f~ce. As shown in Figure V.

1~ The redirectional capacity of the curved praf~le ~s now LOCKED OFF by the thrust of the central flow pattern, 10 Fig,Y.

Th~s progress~vely destroys the turbulance collar, as the pressure drop increases. Reducing it to zero, when sufficient pressure drop ~s applied.
As shown at 11 F~g.Y.

The flu~d body exper~ences a w~dening of the orif~c~ entrance, G~ving a much ~ncreased flow through the orlf~ce. More closely equal to the fullest flow capac~ty represented by d~ameter 'D' at 13 F~g.Y.

In thls appl~cat~on of Flow Reluctance Factor to the fuel heater of th~s ~n~ent~on; the changes in flow pattern des~r~bed above~ are matched to the cycle of e~ents requ~red ~n the heater, by the varying~demands from the eng~ne operation. Wlth the s~ze of or~fice and entrance prof~le chosen carefully; the FLOW RELUCTANCE FACTOR (F.R.F.) ~s used ~o advantage.

By allowing the comb~ned characteristics of the low pressure cond~tion to match a NORMAL range of operat~on 9 ~ 0~ say, a~ automoblle en~ine. Th~t ~s the zero to 2500 rpm supply range.; The flow reluctance condit~on at the lower pressure drop status, can be used to enhance the operation of the fu~l heater. By sat~sfy~ng one of ~ts~ma~n object~ves; which is to slow down the passage of the fuel, so that i~t will ~etter absorb the heat ava~lable. as it~passes through the apparatus.

Should a sudden high demand come onto the fuel system, requiring 2500 rpm to 5000 rpm, for a brief period. The higher pressure drop experienced across all four F.R.F. or~fices in the hea~er; will allow a much higher immediate flow of fuel demand to be satisfied. Because all four or;fices will have their TURBU~ANCE COLLARS destroyed and a fuller flow will result.

The larger ma~n chamber, a~ting as a reservoir of fuel, w~ll also be able to provide the h~gher flow demand, at the elevated tempera~ures necessary for continued reduction of ~urface tension and v~ssos~ty.

Whilst the small parallel chamber w~ end to slightly cool the comb~ned output s~atus of the apparatus. This will ~n no-way de~ract from the o~erall mechanical response and performance of the englne; in its endea~our to mee~ the h~gher demand cond~t~on.

By ~nsert~ng orif~ces of ~h~s F.R.F. form, use of mechanical moving part valves, ~s avo~ded throughout the apparatus. Ga~n~ng an unl~m~ted operational life; as ~here are no mov~ng par~s to wear or break down.

Inftnltely replaceable fluid formations and c~nf~gurations, provide the flo~ condlt~on changes requ~red. Thus achie~ng an ~ndef~ite operat~onal l~fe for the heater. Mak~ng the apparatus a NATURA~ RESPONSE DEVICE.

The flow of fuel through this ~nvent~on w~11 always be d~ctated by the demand from the eng~ne controls.
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Each of the or~fices d~spersed through th~s dev~ce are des~gn related to match the two ranges of flow requ~red by the eng~ne. Sat~sfying speeds up to normal h~ghway use of 2500 rpo;~also~peak emergency demands for accellerat~on up to 6000 rpm. ~ ~

The rel~able performance response of~these~or~flces ha5 been proven over a f~e year cont~nual test~per~od ln modern veh~cles.
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~ 3~3~3~3 The variation in volume of heated fuel required has also been proven as continually effective and adequately supplied by the combined volumes of the main and small chambers.

Taking observation over several thousand miles of continuous five year operat70n, has clearly determined the most economic temperature ranges of operation for this inven~ion to achieve the enhanced performan~e and emissions reductions envisaged; and to be optimised against safe engine and automobile operation. Prov~ng no damage to one closely monitored vehicle's engine over 12~,277 miles of daily observat~on ~n a five year period. A similar record of improvement, covers a ~urther range of documented vehicles, for this same per~od.

These defined operational temperature ranges are shown in Figure YI.

Now refering to Fig.YI; two distinct temperature ranges have emerged for gasoline consumption. These are dictated by ~he difference between the blends of fuels prov~ded in summer to ~hat suppl~ed i~ wi~ter~ Th~se ~enow built into the successful and contlnued operation of this invention, The overall temperature range for summer fuels9 operating from h~ghway to city cond~tions is 83F to 124F shown at 2 F~g.VI. With a h~ghway sub-di~s~on of 90F to 105F shown at 7 Fig.Vi. and city operation of 110F to 124F shown at 8 F~g.VI, The carburetor inlet tempera~ure is set to operate in the range 90F to 110F to hold the over~ll operation range, sho~nat 6 Fig.VI.

The overall temperature range for winter fuels operati~g from highway to city cond~tions is 67F to 104F shown at 4 F~g.~VI. W~th a h~hway sub-division of 70F to 85F shown at 10 Fig.VI; and c~ty operat~on of 90F to 104F shown at 11 F~g.VI. The carburetor inlet temperature is set to operate in the range 700F to 90F to hold the overall operation range, shown at 9 F~g.VI.

The class of temperatures for SUMMER gasoline is shown at l.Fig VI.
The class of temperatures ~or WINTER gasoline is shown at 3.Flg.VI.

The operation range for diesel fueled engines is 87F to 137F as shown at 5 Fig. VI.

The progressive effect of this invent~on's ability to reduce droplet size9 within a conventional carburetor is shown in tabular-graph~c form in Figure VII. The extensive test vehicle results~ over all seasons for fiYe years, ha~e been used to coalate the effective ranyes f~r both summer and w~nter gasolines, and are displayed in Figure VII.

Notations are g~ven in each of the f~ve columns representing droplet reduction, Fig.VII, on ~he status of observed improvement. The ~h~rd column entitled "PEAK MILEAGE AND HIGHEST EMISSIONS REDUCTIONS" represents the currently observed performance of this ~nvent~on used as a "DIRECT SYSTEM".
The column entitled "ADDITIONA~ REFINED CONTRO~ RANGE" 1s emerg~ng as PRACTICAL by use of the invention as an "INDIRECT SYSTEM" f~r heat gather~ng~

The embod~ment of th~s ~nvention shown in Figure I~ is classlf~ed as 'DIRECT-USE'. Figure I, shows the device in a process circu~t where lt is placed w~th~n close proxim~ty to the engine exhaust manifold, or secured to ~t; and has the flu~d fuel passing dlrectly through it.

Supply of fuel ~s from the veh~cle's fuel tank v1a its fu~l pump~
' The c~rcu~t ~s des~gned to pass the fuel thr~ugh a by-pass f~lter, then ~nto the devlce.

The bypass f~lter ~s modif~ed a~ ~ts bypass outlet w~th another Flow Reluctance Or~fice shown at 6 F1g.1.

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Th~s orif~ce, by compar1son with~the;other F.R~F. or~f~ces used ~n the dev~ce; is a very small or ref~ned vers~on. ~;
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~-14-This is provided to cause a continuous bleed-off from that point in the fuel circuit, back to the fuel supply ~ank.

This facility also preYents ~ny build up of pressure tha~ will occur after the engine is shut down. When the residual heat in the exhaust manifold continues to heat the body of fuel locked in the device.

This also allows natural convect~on of the heat retained in the chambers, to keep the riser to the carburetor warm for prolonged stationary periods~
w~thout ho~ding the circuit at elevated pressures.

A further embod~ment of the invention is shown ~n F~gure II. Th~s dep~cts the "IN-DIRECT USE" circu~t for applying the device to an e~gine where it is undes~rable to carry the fuel close to the exhaust system, for either thermal or physical reasons. Or where ref~ned controls are prefered.

The construcyion of the ~nvention rema~ns the same. Other than the flow reluctance orif~ces would be opened up to allow greater flow.

The dev~ce would be mounted on or near the exhaust man~fold as shown at 3 F~g,II, The heat transfer med~um would be a body of HIGH TEMPERATURE RESISTANT OILo The hot o~l from the unit at 1.F~g.II, would be transfered t3 a CONTRA FLOW
HEAT EXCHANGER 2 Fig.II Wh~ch would cause the hot ~1 to flow around a HEAT TRANSFER VESSE~ 15 Fig.~ll, housed inside the heat exchang~r 2 Fig.II, be~ng part of the fuel system. The exchanger ~s manufactured from a yood heat conduct~ng mater~al such a~ copper.
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Be~ng ~n contra;flow to the fuel~d~rect~on the hot oil will ~part ~ts heat to the fuel. Such that the hottest oil, entering from the top, wlll come ln contact w~th the exi~ng fuel.

: -15-The coolest hot oil will leave the exchanger at the bottom~ where the fuel enters.

The cold used oil will recircula~e down to the device, for reheating and upward recirculation.

The colder return line is provided with a gravlty feed expansion and replenishment tank at 7 Fig.II. Which copes with the fluctuating volume of the working oil body.

The entire system is insulated against ambient influences, Other than the necessarily exposed device.

The INDIRECT USE of the device, can be ins~alled wl~h e~ther of ~wo distinct flow systems~

One where the clrculation is caused entirely by convection. Which would be acceptable where there ls an abundance of heat and a high fuel flowO

The other, where co~vection can not be util~zed; would be to use a hot oil pump as a flow ~nducer, shown a~ 6 Fig.II~

Such a pump could be under control from a thermostat 4 F~g.II. Sltuated in the fuel llne, just before the carburetorO ~hich would ~llow the fuel system to draw just suff~clent thermal ~nput to ~mprove the status of atomlzation required at the carburetor 12 Fig.II.

80th of ~hese systems wlll respond to a flow control~valve, 5 F~g,II, inserted in the hot oil riser just before the Gontra~low heat exchanger,

2.F~g II.

This control val Ye woul d also be con~rolled by the thermosta~ 4 F~g II.
further ref~ning the control of thermal ~nput to the fuel system.

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Wi~h referance to Figure II, ~he fuel system is pressure relieved with a flow reluctance orifice a~ 11, set ;n the bypass system of a protective filter 10, This constant bleed-off, is re~urned ~o the fuel supply tank 80 Being recycled for use again by the ~uel pump 9.

Hea~ source to this indirect system is from the exhaust 14, of the eng~ne 13, being ga~hered for heating the fuel by the device 1, in ~he exhaust manifold region 3.

The high temperature oil system is purged of any entrapped air at its h~ghest po~nt, by an air bleed valve 170 This is sltuated just before the hot oil entry ~nto the contra flow exchanger 2.

The same fuel ~empera~ure ranges for surface tension and viscosity redu~tion, descrlbed for the 'DIRECT' system, apply to this 'INDIRECT' appl~cat~on. Giving the same improved atom~sat~on, enhanced power output and reduced obnox~ous elements in the exhaust fumes.

Us~ng the 'DIRECT' appl~cat~on over flve years, has g~ven results of ~mproved mlleage ranglng between 30% and 85~; th~s range was exper~enced over extended tests in modern vehicles and is prov~ng consistent for each class of veh~cle tested.

Nydro carbon levels In exhaust fumes hive dropped from 950 ppm to 20 ppm at 2000 rpm, w~th the use of the DireGt s~s~em. Wh11e carbon -monox~de has dropped from 7.8g down to 0.12~ at 2000 rpm. Attendent m~leage ~mprovement for th~s veh~cle was 16.34 mpg to 32.59 mpg on a h~ghway test. The veh~cle was in 1985 Ford Marquee sta~on wagon u~th a 5.8 litre eng~nè. W~th th~s effect be~ng cons~stent over a range of d~fferent test vehicles carry~ng thls lnvent~cn's mod~f~cat~on.

~17-The exhaust fume reductions brought about by this inven~ion, are well within the U,S.of A. environmental acceptance levels for automobiles, of hydrocarbons at 400 ppm and carbon monoxide at 1.5%

The USA levels are taken down s~ream from the catalytic converter. The levels given for this invention were drawn off before the catalytic converter on each test vehicle.

The exhaust fumes were analysed on a 'MARQUETTE 42 - 076~- FUEL ECONOMY
INFRA RED GAS ANALYSER, used currently for tuntng high performance and racing eng~nes. Te5~swere carried out by certif~ed, impart~al and independant personnel.

~ubr~cating oil ac~dity levels were noted ~o have dropped by 30~, by the same personnel ~ith th~s invention ~nstalled the use of catalytic conYerters is obviated~

Further examples of emlssions analysis, over other veh1cles carry~ng th~s ~nvention's modification to the fuel sys~em, are g~ven in the table shown on F~gure YIII.

Although only two embodiments of the present invent~on have been descr~bed and ~llustrated, the present ~nvent~on ls not limited to the features of those embod~ments, but ~ncludes all var~at~ons and ~0 modifications with~n the scope of the claims.

Claims (21)

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

1. An apparatus for DIRECTLY heating liquid fuels within itself whilst being placed on or near engines bodies or their exhaust manifolds.

2. An apparatus as claimed in Claim 1, which can INDIRECTLY heat liquid fuels by transfering heat from the engine body or exhaust manifold into the fuel supply body by use of an intermediate high temperature oil circuit, passing through a contra flow heat exchanger.

3, An apparatus as claimed in claims 1 and 2, which will cause the surface tension and viscosity characteristics of liquid fuel to be lowered, whilst avoiding reducing the fuels to vapour, by working at lower temperature ranges than their vapourization levels.

4. An apparatus as claimed in claim 3, that will improve the atomization characteristic of liquid fuels, when passed through conventional carburetors and injection systems.

5. An apparatus as claimed in claim 4, which will cause liquid fuels to be combusted more efficiently avoiding previous levels of wastage.

6. An apparatus as claimed in claim 5, that will have the effect of improving an engine's consumption, without loss of power output.

7. An apparatus as claimed in claim 5, which will reduce the obnoxious elements of exhaust fumes from conventionally designed internal combustion engines, without the assistance of catalytic converters.

8. An apparatus as claimed in claim 1, that can cause the passage of liquid fuel within it, to slow down by presenting a many-fold increase in cross section and volume, to the demand flow, from the combined volume of its component parts.

9. An apparatus as claimed in claim 1, that can control and slow down the varying flows within itself, without using mechanical moving parts, by relying upon the NATURAL RESPONSE characteristics of FLOW RELUCTANCE ORIFICES.

10. An apparatus as claimed in claim 1, that has within its structure a parallel chamber capable of disposition about the main chamber, such as to cause a controlled rise or fall in temperature of the combined fluid discharge from the apparatus, as desired.

11. An apparatus as claimed in claim 1, which carries in its allied fuel system, a constant pressure release bleed-off facility, which is also flow controlled by the natural response characteristics of a Flow Reluctance Orifice, inserted in the bypass connection of an in-line fuel filter which directs the spill to return to the fuel supply tank.

12, An apparatus as claimed in claim 1, that by form of its structural increase in volume and internal controls, naturally causes the passing fuel to slow down and absorb more of the available heat from the apparatus walls.

13. An apparatus and system as claimed in claim 2, which can cope with the high temperature oil body volumetric expansion and contraction cycles, by replenishment from a vented gravity feed tank.

14. An apparatus and system as claimed in claim 2, which can operate on convection cycling alone and is insulated throughout the system to assist this natural action.

15, An apparatus and system as claimed in claim 29 that can accept flow inducement from insertion of a low capacity pump in the supply riser of the hot oil transfer system.

16. An apparatus and system as claimed in claim 2, whose circulation rate can be controlled by a flow control valve introduced into the hot oil supply riser of the system.

17. An apparatus and system as claimed in claim 2, that can have its operation performance monitored and refine-controlled by a thermostat sensing the fuel input temperature before entering the carburetor and responding by controlling the performance of the flow control valve and the hot oil pump.

18. An apparatus and system as claimed in claim 2, which will accept an air purging valve at the highest point in the hot oil circuit.

19. An apparatus and system as claimed in claim 2, which carries in its allied fuel supply system, a constant pressure release bleed-off facility, which is also flow controlled by the natural response characteristics of a flow reluctance orifice, inserted in the bypass connection of an in-line fuel filter which allows the spill to return to the fuel supply tank.

20. An apparatus as claimed in claim 2, that by form of its structural increase in volume and use of Flow Reluctance Orifices throughout, naturally causes the high temperature oil to slow down and absorb more of the available heat from the apparatus walls.

21, An apparatus as claimed in claims l and 2, which can be designed to adapt for use within any combustion system that relies on best refinement of atomization of fluid fuels to gain optimum combustion efficiency by reduction of surface tension and viscosity characteristics of the feed stock fuel.