CA2202932A1 - Electronic sensor injection - Google Patents
Electronic sensor injectionInfo
- Publication number
- CA2202932A1 CA2202932A1 CA002202932A CA2202932A CA2202932A1 CA 2202932 A1 CA2202932 A1 CA 2202932A1 CA 002202932 A CA002202932 A CA 002202932A CA 2202932 A CA2202932 A CA 2202932A CA 2202932 A1 CA2202932 A1 CA 2202932A1
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- engine
- injection
- oxygen
- engines
- 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.)
- Abandoned
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/0228—Adding fuel and water emulsion
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0626—Measuring or estimating parameters related to the fuel supply system
- F02D19/0634—Determining a density, viscosity, composition or concentration
- F02D19/0636—Determining a density, viscosity, composition or concentration by estimation, i.e. without using direct measurements of a corresponding sensor
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
- F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
- F02D19/0652—Biofuels, e.g. plant oils
- F02D19/0655—Biofuels, e.g. plant oils at least one fuel being an alcohol, e.g. ethanol
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/12—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with non-fuel substances or with anti-knock agents, e.g. with anti-knock fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
- F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
- F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
- F02D19/0697—Arrangement of fuel supply systems on engines or vehicle bodies; Components of the fuel supply system being combined with another device
-
- 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
-
- 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
- Y02T10/30—Use of alternative fuels, e.g. biofuels
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Combustion & Propulsion (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Biotechnology (AREA)
- Sustainable Energy (AREA)
- Sustainable Development (AREA)
- Botany (AREA)
- Life Sciences & Earth Sciences (AREA)
- Biodiversity & Conservation Biology (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
A SUPPLEMENTARY FUEL INJECTION APPARATUS FOR INTERNAL COMBUSTION ENGINES
CONSISTING OF AN ADDITIONAL ALTERNATIVE FUEL PUMP. RESERVOIR TANK, A
METERING REGULATOR ELECTRONICALLY CONTROLLED BY THE ENGINE OXYGEN AND
KNOCK SENSORS THROUGH THE ENGINE COMPUTOR CHIP. SAID SUPPLEMENTARY PUMP
HAVING A VACUUM DIAPHRAGM THEREBETWEEN THAT IS POWER ACTUATED BY VACCUM
PRESSURE SUPPLIED FROM THE ENGINE INTAKE MANIFOLD, AND A FUEL
DISTRIBUTION UNIT HAVING A FUEL PASSAGE CONNECTED TO SAID FUEL PUMP AND
METERING MEANS MOUNTED ON THE CARBURETOR ADJACENT THE VENTURI THEREOF OR
DIRECTLY INJECTED INTO THE INTAKE MANIFOLD OF FUEL INJECTED ENGINES.
CONSISTING OF AN ADDITIONAL ALTERNATIVE FUEL PUMP. RESERVOIR TANK, A
METERING REGULATOR ELECTRONICALLY CONTROLLED BY THE ENGINE OXYGEN AND
KNOCK SENSORS THROUGH THE ENGINE COMPUTOR CHIP. SAID SUPPLEMENTARY PUMP
HAVING A VACUUM DIAPHRAGM THEREBETWEEN THAT IS POWER ACTUATED BY VACCUM
PRESSURE SUPPLIED FROM THE ENGINE INTAKE MANIFOLD, AND A FUEL
DISTRIBUTION UNIT HAVING A FUEL PASSAGE CONNECTED TO SAID FUEL PUMP AND
METERING MEANS MOUNTED ON THE CARBURETOR ADJACENT THE VENTURI THEREOF OR
DIRECTLY INJECTED INTO THE INTAKE MANIFOLD OF FUEL INJECTED ENGINES.
Description
FIELD OF THE INVENTION
THE ART RELATES TO THE INJECTION OF ADDITIONAL ENERGY SOURCES OR
BOOSTERS FOR THE CONVENTIONAL COMBUSTION ENGINE WITHOUT MAJOR MODIFICATION
OR REDESIGN OF THE ORIG,INAL ENGINE. IT HAS BEEN KNOWN FOR A LONG PERIOD
THAT BOOSTERS CAN RAISE OCTANE AND HORSEPOWER OF ENGINES. THE RACING
INDUSTRY HAS APPLIED THE PRINCIPLE FOR YEARS. CONVENTIONALLY BOO~lrKS
REQUIRE THE RE-rl~OR~rlLnl OF ENGINES DUE TO THE ~KES~UKr DIKrLK~r FROM THE BOOSTERS THAT ARE EXTREMELY VOLATILE CHEMICALS. THE EXCEPTION
TO THIS PRINCIPLE HAS BEEN H20 INJECTION. WATER HAS LESS EXPLOSIVE FORCE
THEN COMMON CHEMICALS BECAUSE OF ITS INHERENT CHARACTERISTICS. IN THE
INTERNAL COMBUSTION IT IS PARTICULARLY ADVANTAGEOUS TO CHEMICALS FOR
SEVERAL REASONS. FIRST IT DOES NOT REQUIRE THE RE-DESIGN OF CONVENTIONAL
ENGINES BECAUSE OF ITS BTU VALUE AND COMPOSITION. SECONDLY IT LOWERS THE
COMBUSTION TEMPERATURE WHILE IT REACTS FROM WATER TO STEAM FROM THE
COMBUSTION EXPLOSION OF COVENTIONAL FUELS SUCH AS GASOLINE. THIS REACTION
TO LOWER THE TEMPERATURE ALSO LOWERS THE EMISSIONS OF ~NITROGEN OXIDES
(Nox) WHICH ARE CREATED FROM EXTREME COMBUSTION HEAT. AS A THIRD BENEFIT
BOND TO SEPARATE AT 1600F TO H~uRO~Lr~ AND OXYGEN. THIS CONVERSION FACTOR
HAPPENS AT HIGH R.P.M. OR LOAD DEMAND ONLY BUT IT IS ALSO AT THIS PEAK
THAT THE INTERNAL COMBUSTION ENGINES RELEASES THE MAJORITY OF EMISSIONS
FROM PEAK ENERGY KLQUlKL~ l. 'lnLKLrUKL IT IS RT~A! IRRT~' TO UNDERSTAND
MONOXIDE AND HYDRO CARBONS THROUGH THE INTEREXCHANGE OF HYDROGEN AND
OXYGEN TO LESSEN THE GASEOUS MATTER. OXYGENATED FUELS ARE NOW MANDATED
BY FEDERAL LAW IN THE U.S. BECAUSE OF THESE FACTORS. ~rvLK~n~LESS THE
OIL INDUSTRY HAS CHOSEN THE CHEMICALS M.T.B.E. FOR THEIR OXYGEN SUPPLY.
ON A MOLECULAR WEIGHT BASIS, M.T.B.E. CONTAINS ONLY 6% OXYGEN COMPARED
TO H20 THAT CONTAINS 69~. ~LKL~UKL IT IS SIMPLE TO UNDERSTAND WHY H20 INJECTION IS MUCH MORE BENEFICIAL THEN M.T.8.E. rU~nL~.JK~: IT HAS TO BE
NOTED THAT H20 ENABLES ENGINES TO BURN OCTANES AS LOW AS 70. THIS FACTOR
IS DUE TO THE CHANGE CAUSED INTHE RATE OF BURN. ONE DEFINITION FOR
OCTANE IS RATE OF BURN. THE ECONOMIC SAVINGS FROM DRASTIC LOWER OCTANES
ARE VERY SIGNIFICANT. THE FOURTH BENEFIT TO THE ART IS THE ORIGINAL
BOOSTING POWER THAT MADE WATER INJECTION POPULAR WITH THE RACING INDUSTRY.
UNLIKE NATURAL GAS OR PROPANE POWER IS INCREASED AND NOT DECREASED. EVEN
THOUGH THE NATURAL GASES HAVE LESS ENERGY THEN GASOLINE, THEY STILL ARE
MORE DANGEROUS BECAUSE THEY ARE CU..~K&~&~. THEY ALSO DO NOTHING TO
LOWER COMBUSTION TEMPERATURES. THEIR OXYGEN AND SAFETY LEVEL CANNOT
COMPARE TO H20 NEITHER. HYDROGEN BY ITSELF CANNOT COMPARE TO HYDROGEN
OXYGEN (H20) IN A DIFFERENT WAY. TO PROCESS HYDROGEN FROM H20 (WATER) REQUIRES ELECTROLESIS, THAT IS AN EXPENSIVE PROCESS AND REMOVES THE
OXYGEN THAT IS PRESENTLY NEEDED FOR THE ATMOSPHERE. H20 INJECTION ' :
PRODUCES BOTH HYDROGEN AND OXYGEN BY THE EXISTING COMBUSTION ENGINE
WHILE IN OPERATION WITHOUT ANY COST. FINALLY IT SHOULD BE NOTED THAT H20 INJECTION CAUSES ENGINES TO REQUIRE LESS TUNE UPS AND LAST LONGER. THESE
FACTORS ARE CAUSED BECAUSE THE ENGINE IS KEPT CLEAN FROM THE STEAM WHILE
SOOT GUM AND VARNISH, ALL BY PRODUCTS OF COMBUSTION ARE ~K&V&I~l&~ FROM
FORMING INTO CARBON.
HISTORY OF THE INVENTION
WATER INJECTION HAS A LONG HISTORY- HENRY FORD RECOGNIZED THE ~&I~'l'lSOF WATER/STEAM FROM THE FIRST STEAM TRAINS. HE BUILT ONE OF HIS FIRST
MODEL T WITH A WATER DRIP SYSTEM TO CO GENERATE STEAM. THE CRUDE SYSTEM
REQUIRED LESS GASOLINE, SO~ 1NG ROCKERFELLAR DID NOT LIKE. ROLLS ROYCE
DESIGNED A WATER INJECTION SYSTEM FOR THE UNITED STATES THUNDERBOLT AND
MUSTANG FIGHTER PLANES. THEY WERE USED AS BOOSTERS FOR MORE COMBAT
POWER. T.R.W. SR. RESEARCH ENGINEER NORMAN WAAG LATER DEVELOPED THE
INJECTION PUMP FOR THE PLANES AND THE RACING INDUSTRY. IN 1963 GENERAL
MOTORS OLDSMOBLE DIV. BUILT AMERICAS FIRST WATER TURBO INJECTION SYSTEM.
IT BECAME AMERICA'S FIRST PRODUCTION ENGINE TO PRODUCE 1 H.P. PER CU.
I NCH.
FIELD OF SEARCH
THE MOST RECENT PATENT ON WATER INJECTION EXPIRED.. ...
PATENT # 3,987,774. THE NEW IMPROVEMENT OF THE ART IS THE ELECTRONIC
SENSOR INJECTION SYSTEM WITH ~U..~U1OR CONTROLLED CHIPS. SINCE THE MID
1980 MOST ENGINES HAVE CU..~UL&~ CONTROLLED SYSTEMS WITH OXYGEn ~KNOGK
SENSORS. THE LATEST ART INCORPORATES THESE CHANGES TO CREATE BETTER
TO OXYGEN DEMAND AND KNOCK POTENTIAL. KNOWING THAT KNOCK IS CAUSED BY
LACK OF OCTANE, THE NEW SYSTEM MONITORS THE AUDIBLE AND UN_AUDIBLE
KNOCK BY ~u..~u. &K CONTROL. THE OXYGEN SENSOR ALSO INDICATES THE IDEAL
AIR FUEL RATIO FOR MAXIMUM PERFORMANCE, ECONOMY AND THE LOWER OCTANE
(70-75).
SUMMARY OF THE INVENTION
IN SUMMARY, THIS INVENTION ADDRESSES THE CHANGES THAT HAVE BEEN MADE
TO THE PRIOR MECHANICAL k..~lN~kKkU ENGINES. THIS IS ACHIEVED BY
MODIFICATION TO THE NEW ELECTRONIC ENGINES WITH SENSORS. OXYGEN AND
XNOCK SENSORS HAVE BEEN MODIFIED BY ~U..~Ul~K CHIPS THAT SENSE THE
INPUT OF OXYGEN AND OCTANE, THEREBY ADJUSTING AND METERING THE PROPER
AMOUNT OF WATER AND ALCOHOL Tv PRODUCE THE IDEAL Cu.~JbllON OF OXYGEN
AND HI ~KO~l~ THIS COMBINATION REDUCES THE NEED FOR POISONOUS GAS
ADDITIVES. THE ~u...JlcK CHIP IS DESIGNED AND PROGRAMMED TO REGULATE
THE FLOW OF INJECTION TO THE ~V.~J~llON ACCORDING TO DEMAND, R.P.M
AND WEATHER CONDITIONS. ON A DAY WITH RAIN OR SNOW, THE TOLERANCE OF
THE ~U...JlGK REGULATION, WI BE DIFFERENT THEN A DRY SUNNY DAY. THE
KNOCK SENSOR WILL ALSO BE ABLE TO SENSE THE PROPER OCTANE KkQUlKk~ TO
SATISFY EFFICIENT ~V.~J~llON. THIS IS ACCOMPLISHED BY THE RATE OF
BURN IN THE UV.~J~llON CHAMBER. THESE ELECTRONIC SENSORS WITH THE
~v..~ulGK PUMP SYSTEM WILL ALSO ENABLE THE ENGINE TO BURN LOW GRADE
GASOLINE OR STRAIGHT ALCOHOLS IN THE PRIMARY FUEL TANK. SINCE WATER
OR H20 IS ALWAYS INTRODUCED SEPARATELY, THE COST OF THE PRIMARY FUEL
IS MUCH LOWER: WITH EMISSIONS ALSO BEING REDUCED.
DESCRIPTION OF DRAWINGS
VEHICLE. THE SUPPLEMENTARY TANK (#1) SHOWS THE INSTALLATION IN THE
TRUNK OF A CAR THE TANK CAN ALSO BE INSTALLED UNDER THE VEHICLE, IF
SPACE IS AVAILABLE. SINCE THE SUPPLEMENTARY TANK (#1) IS MUCH SMALLER
PRIMARY TANK (4-1 RATIO) IT CAN BE INSTALLED IN VARIOUS PLACES.
SINCE IT IS NOT EXPLOSIVE, IT CAN ALSO BE PLACED ANYWHERE PRACTICAL.
A HOSE (#7) RUNS FROM THE SUPPLEMENTARY TANK Tv THE PUMP (#2) AND
MOTOR INTAKE MANIFOLD FIGURE 2 (#8) CU...J1~K (#4) CONTROLS SYSTEM.
DETAILED DESCRIPTION
FIGURE 2 SHOWS THE ~U..I Jl~K (#4) WITH WIRE SENSORS (#5&6) THAT Gv TO
~U...Jl~K CHIP CONTACTS FOR THE OXYGEN AND KNOCK SENSORS (13-14-17-18) POSITIVE/NEGATIVE POLARITY. #15-16 CONTACTS ARE OPTIONAL CONTACTS.
IN DETAIL, WHAT HAPPENS TO THE CU.~J~llON FROM THIS INVENTION IS AS
FOLLOWS:
THE OXYGEN SENSOR MEASURES THE AMOUNT OF OXYGEN IN THE ~U.~J~llON
CHAMBER ON A CONSTANT SCALE OF MOLECULAR SEPARATION OF THE BURNT
FUELS AND INJECTED WATER OR WATER/ALCOHOL OR ANY OTHER SOURCE OF
eNERGY .
KNOCK SENSOR MRA~ THE RATE OF BURN TO D~1~I~J1Nk OCTANE.
WHILE THE CV...Jl~K CHIP TRANSLATES THE MRA~ l~ TO Kk~UlKk~
METERED INJECTION.
SINCE M~A! 1 TABLES HAVE BEEN ESTABLISHED FROM PREVIOUS DATA
IN MECHANICAL OPERATIONS WITH WATER/ALCOHOL INJECTION, THAT DATA
HAS BEEN PROGRAMMED INTO THE CU...J1~ CHIP DESIGN FOR MAXIMUM
EFFICIENCY AND ~K~u~ ~NCE
UPON ~ NR~ATION OR LOAD DEMAND, THE OXYGEN & KNOCK SENSOR WILL
(~ ~) SIGNAL TO THE ~O..~l~K CHIP TO INCREASE FLOW ACCORDING TO
Kk~Ulh~l.~nl~ WHILE IN IDLE OR CRUISING OPERATION, THE CU..~U1~K
- WILL REDUCE THE AMOUNT OF OCTANE REQIRED, BY REDUCING THE
AMOUNT OF INJECTION. OPTIONAL C'~..~U1~K CHIP CONTACTS #15-16 ARE
AVAILABLE FOR ADDED INSTANT K~KFO.~NCE THROUGH THE BRAKE BOOSTER
SYSTEM.
EXISTING ENGINES UTILIZE ONLY ONE SOURCE OF OCTANE GASOLINE WHILE IN
OPERATION. IT IS GENERAL KNOWLEDGE IN THE l~ W~l~i THAT THE INTERNAL
~ llON ENGINE DOES NOT REQUIRE THE SAME OCTANE WHILE IN IDLE OR
CRUISING OPERATION. THIS INVENTION AUTOMATICALLY DELIVERS THE PROPER
RATE OF BURN TO ACHIEVE THE PROPER OCTANE, AT THE VARIABLE R.P.M.
CURVES OF OPERATION.
THE ART RELATES TO THE INJECTION OF ADDITIONAL ENERGY SOURCES OR
BOOSTERS FOR THE CONVENTIONAL COMBUSTION ENGINE WITHOUT MAJOR MODIFICATION
OR REDESIGN OF THE ORIG,INAL ENGINE. IT HAS BEEN KNOWN FOR A LONG PERIOD
THAT BOOSTERS CAN RAISE OCTANE AND HORSEPOWER OF ENGINES. THE RACING
INDUSTRY HAS APPLIED THE PRINCIPLE FOR YEARS. CONVENTIONALLY BOO~lrKS
REQUIRE THE RE-rl~OR~rlLnl OF ENGINES DUE TO THE ~KES~UKr DIKrLK~r FROM THE BOOSTERS THAT ARE EXTREMELY VOLATILE CHEMICALS. THE EXCEPTION
TO THIS PRINCIPLE HAS BEEN H20 INJECTION. WATER HAS LESS EXPLOSIVE FORCE
THEN COMMON CHEMICALS BECAUSE OF ITS INHERENT CHARACTERISTICS. IN THE
INTERNAL COMBUSTION IT IS PARTICULARLY ADVANTAGEOUS TO CHEMICALS FOR
SEVERAL REASONS. FIRST IT DOES NOT REQUIRE THE RE-DESIGN OF CONVENTIONAL
ENGINES BECAUSE OF ITS BTU VALUE AND COMPOSITION. SECONDLY IT LOWERS THE
COMBUSTION TEMPERATURE WHILE IT REACTS FROM WATER TO STEAM FROM THE
COMBUSTION EXPLOSION OF COVENTIONAL FUELS SUCH AS GASOLINE. THIS REACTION
TO LOWER THE TEMPERATURE ALSO LOWERS THE EMISSIONS OF ~NITROGEN OXIDES
(Nox) WHICH ARE CREATED FROM EXTREME COMBUSTION HEAT. AS A THIRD BENEFIT
BOND TO SEPARATE AT 1600F TO H~uRO~Lr~ AND OXYGEN. THIS CONVERSION FACTOR
HAPPENS AT HIGH R.P.M. OR LOAD DEMAND ONLY BUT IT IS ALSO AT THIS PEAK
THAT THE INTERNAL COMBUSTION ENGINES RELEASES THE MAJORITY OF EMISSIONS
FROM PEAK ENERGY KLQUlKL~ l. 'lnLKLrUKL IT IS RT~A! IRRT~' TO UNDERSTAND
MONOXIDE AND HYDRO CARBONS THROUGH THE INTEREXCHANGE OF HYDROGEN AND
OXYGEN TO LESSEN THE GASEOUS MATTER. OXYGENATED FUELS ARE NOW MANDATED
BY FEDERAL LAW IN THE U.S. BECAUSE OF THESE FACTORS. ~rvLK~n~LESS THE
OIL INDUSTRY HAS CHOSEN THE CHEMICALS M.T.B.E. FOR THEIR OXYGEN SUPPLY.
ON A MOLECULAR WEIGHT BASIS, M.T.B.E. CONTAINS ONLY 6% OXYGEN COMPARED
TO H20 THAT CONTAINS 69~. ~LKL~UKL IT IS SIMPLE TO UNDERSTAND WHY H20 INJECTION IS MUCH MORE BENEFICIAL THEN M.T.8.E. rU~nL~.JK~: IT HAS TO BE
NOTED THAT H20 ENABLES ENGINES TO BURN OCTANES AS LOW AS 70. THIS FACTOR
IS DUE TO THE CHANGE CAUSED INTHE RATE OF BURN. ONE DEFINITION FOR
OCTANE IS RATE OF BURN. THE ECONOMIC SAVINGS FROM DRASTIC LOWER OCTANES
ARE VERY SIGNIFICANT. THE FOURTH BENEFIT TO THE ART IS THE ORIGINAL
BOOSTING POWER THAT MADE WATER INJECTION POPULAR WITH THE RACING INDUSTRY.
UNLIKE NATURAL GAS OR PROPANE POWER IS INCREASED AND NOT DECREASED. EVEN
THOUGH THE NATURAL GASES HAVE LESS ENERGY THEN GASOLINE, THEY STILL ARE
MORE DANGEROUS BECAUSE THEY ARE CU..~K&~&~. THEY ALSO DO NOTHING TO
LOWER COMBUSTION TEMPERATURES. THEIR OXYGEN AND SAFETY LEVEL CANNOT
COMPARE TO H20 NEITHER. HYDROGEN BY ITSELF CANNOT COMPARE TO HYDROGEN
OXYGEN (H20) IN A DIFFERENT WAY. TO PROCESS HYDROGEN FROM H20 (WATER) REQUIRES ELECTROLESIS, THAT IS AN EXPENSIVE PROCESS AND REMOVES THE
OXYGEN THAT IS PRESENTLY NEEDED FOR THE ATMOSPHERE. H20 INJECTION ' :
PRODUCES BOTH HYDROGEN AND OXYGEN BY THE EXISTING COMBUSTION ENGINE
WHILE IN OPERATION WITHOUT ANY COST. FINALLY IT SHOULD BE NOTED THAT H20 INJECTION CAUSES ENGINES TO REQUIRE LESS TUNE UPS AND LAST LONGER. THESE
FACTORS ARE CAUSED BECAUSE THE ENGINE IS KEPT CLEAN FROM THE STEAM WHILE
SOOT GUM AND VARNISH, ALL BY PRODUCTS OF COMBUSTION ARE ~K&V&I~l&~ FROM
FORMING INTO CARBON.
HISTORY OF THE INVENTION
WATER INJECTION HAS A LONG HISTORY- HENRY FORD RECOGNIZED THE ~&I~'l'lSOF WATER/STEAM FROM THE FIRST STEAM TRAINS. HE BUILT ONE OF HIS FIRST
MODEL T WITH A WATER DRIP SYSTEM TO CO GENERATE STEAM. THE CRUDE SYSTEM
REQUIRED LESS GASOLINE, SO~ 1NG ROCKERFELLAR DID NOT LIKE. ROLLS ROYCE
DESIGNED A WATER INJECTION SYSTEM FOR THE UNITED STATES THUNDERBOLT AND
MUSTANG FIGHTER PLANES. THEY WERE USED AS BOOSTERS FOR MORE COMBAT
POWER. T.R.W. SR. RESEARCH ENGINEER NORMAN WAAG LATER DEVELOPED THE
INJECTION PUMP FOR THE PLANES AND THE RACING INDUSTRY. IN 1963 GENERAL
MOTORS OLDSMOBLE DIV. BUILT AMERICAS FIRST WATER TURBO INJECTION SYSTEM.
IT BECAME AMERICA'S FIRST PRODUCTION ENGINE TO PRODUCE 1 H.P. PER CU.
I NCH.
FIELD OF SEARCH
THE MOST RECENT PATENT ON WATER INJECTION EXPIRED.. ...
PATENT # 3,987,774. THE NEW IMPROVEMENT OF THE ART IS THE ELECTRONIC
SENSOR INJECTION SYSTEM WITH ~U..~U1OR CONTROLLED CHIPS. SINCE THE MID
1980 MOST ENGINES HAVE CU..~UL&~ CONTROLLED SYSTEMS WITH OXYGEn ~KNOGK
SENSORS. THE LATEST ART INCORPORATES THESE CHANGES TO CREATE BETTER
TO OXYGEN DEMAND AND KNOCK POTENTIAL. KNOWING THAT KNOCK IS CAUSED BY
LACK OF OCTANE, THE NEW SYSTEM MONITORS THE AUDIBLE AND UN_AUDIBLE
KNOCK BY ~u..~u. &K CONTROL. THE OXYGEN SENSOR ALSO INDICATES THE IDEAL
AIR FUEL RATIO FOR MAXIMUM PERFORMANCE, ECONOMY AND THE LOWER OCTANE
(70-75).
SUMMARY OF THE INVENTION
IN SUMMARY, THIS INVENTION ADDRESSES THE CHANGES THAT HAVE BEEN MADE
TO THE PRIOR MECHANICAL k..~lN~kKkU ENGINES. THIS IS ACHIEVED BY
MODIFICATION TO THE NEW ELECTRONIC ENGINES WITH SENSORS. OXYGEN AND
XNOCK SENSORS HAVE BEEN MODIFIED BY ~U..~Ul~K CHIPS THAT SENSE THE
INPUT OF OXYGEN AND OCTANE, THEREBY ADJUSTING AND METERING THE PROPER
AMOUNT OF WATER AND ALCOHOL Tv PRODUCE THE IDEAL Cu.~JbllON OF OXYGEN
AND HI ~KO~l~ THIS COMBINATION REDUCES THE NEED FOR POISONOUS GAS
ADDITIVES. THE ~u...JlcK CHIP IS DESIGNED AND PROGRAMMED TO REGULATE
THE FLOW OF INJECTION TO THE ~V.~J~llON ACCORDING TO DEMAND, R.P.M
AND WEATHER CONDITIONS. ON A DAY WITH RAIN OR SNOW, THE TOLERANCE OF
THE ~U...JlGK REGULATION, WI BE DIFFERENT THEN A DRY SUNNY DAY. THE
KNOCK SENSOR WILL ALSO BE ABLE TO SENSE THE PROPER OCTANE KkQUlKk~ TO
SATISFY EFFICIENT ~V.~J~llON. THIS IS ACCOMPLISHED BY THE RATE OF
BURN IN THE UV.~J~llON CHAMBER. THESE ELECTRONIC SENSORS WITH THE
~v..~ulGK PUMP SYSTEM WILL ALSO ENABLE THE ENGINE TO BURN LOW GRADE
GASOLINE OR STRAIGHT ALCOHOLS IN THE PRIMARY FUEL TANK. SINCE WATER
OR H20 IS ALWAYS INTRODUCED SEPARATELY, THE COST OF THE PRIMARY FUEL
IS MUCH LOWER: WITH EMISSIONS ALSO BEING REDUCED.
DESCRIPTION OF DRAWINGS
VEHICLE. THE SUPPLEMENTARY TANK (#1) SHOWS THE INSTALLATION IN THE
TRUNK OF A CAR THE TANK CAN ALSO BE INSTALLED UNDER THE VEHICLE, IF
SPACE IS AVAILABLE. SINCE THE SUPPLEMENTARY TANK (#1) IS MUCH SMALLER
PRIMARY TANK (4-1 RATIO) IT CAN BE INSTALLED IN VARIOUS PLACES.
SINCE IT IS NOT EXPLOSIVE, IT CAN ALSO BE PLACED ANYWHERE PRACTICAL.
A HOSE (#7) RUNS FROM THE SUPPLEMENTARY TANK Tv THE PUMP (#2) AND
MOTOR INTAKE MANIFOLD FIGURE 2 (#8) CU...J1~K (#4) CONTROLS SYSTEM.
DETAILED DESCRIPTION
FIGURE 2 SHOWS THE ~U..I Jl~K (#4) WITH WIRE SENSORS (#5&6) THAT Gv TO
~U...Jl~K CHIP CONTACTS FOR THE OXYGEN AND KNOCK SENSORS (13-14-17-18) POSITIVE/NEGATIVE POLARITY. #15-16 CONTACTS ARE OPTIONAL CONTACTS.
IN DETAIL, WHAT HAPPENS TO THE CU.~J~llON FROM THIS INVENTION IS AS
FOLLOWS:
THE OXYGEN SENSOR MEASURES THE AMOUNT OF OXYGEN IN THE ~U.~J~llON
CHAMBER ON A CONSTANT SCALE OF MOLECULAR SEPARATION OF THE BURNT
FUELS AND INJECTED WATER OR WATER/ALCOHOL OR ANY OTHER SOURCE OF
eNERGY .
KNOCK SENSOR MRA~ THE RATE OF BURN TO D~1~I~J1Nk OCTANE.
WHILE THE CV...Jl~K CHIP TRANSLATES THE MRA~ l~ TO Kk~UlKk~
METERED INJECTION.
SINCE M~A! 1 TABLES HAVE BEEN ESTABLISHED FROM PREVIOUS DATA
IN MECHANICAL OPERATIONS WITH WATER/ALCOHOL INJECTION, THAT DATA
HAS BEEN PROGRAMMED INTO THE CU...J1~ CHIP DESIGN FOR MAXIMUM
EFFICIENCY AND ~K~u~ ~NCE
UPON ~ NR~ATION OR LOAD DEMAND, THE OXYGEN & KNOCK SENSOR WILL
(~ ~) SIGNAL TO THE ~O..~l~K CHIP TO INCREASE FLOW ACCORDING TO
Kk~Ulh~l.~nl~ WHILE IN IDLE OR CRUISING OPERATION, THE CU..~U1~K
- WILL REDUCE THE AMOUNT OF OCTANE REQIRED, BY REDUCING THE
AMOUNT OF INJECTION. OPTIONAL C'~..~U1~K CHIP CONTACTS #15-16 ARE
AVAILABLE FOR ADDED INSTANT K~KFO.~NCE THROUGH THE BRAKE BOOSTER
SYSTEM.
EXISTING ENGINES UTILIZE ONLY ONE SOURCE OF OCTANE GASOLINE WHILE IN
OPERATION. IT IS GENERAL KNOWLEDGE IN THE l~ W~l~i THAT THE INTERNAL
~ llON ENGINE DOES NOT REQUIRE THE SAME OCTANE WHILE IN IDLE OR
CRUISING OPERATION. THIS INVENTION AUTOMATICALLY DELIVERS THE PROPER
RATE OF BURN TO ACHIEVE THE PROPER OCTANE, AT THE VARIABLE R.P.M.
CURVES OF OPERATION.
Claims
1 AN ELECTRONIC SENSOR INJECTION SYSTEM FOR INTERNAL COMBUSTION
ENGINES.
11 A COMPUTER CHIP CONTROL MODULE TO REGULATE AND METER INJECTION.
BY THE ABOVE SYSTEM.
IV A COMPUTER CHIP DESIGNED AND ENGINEERED TO CONTAIN TOLERANCE AND
DATA LEVELS ACCORDING TO MAXIMUM ENGINE PERFORMANCE, EFFICIENCY, INCLUDING THE REDUCTION OF EMISSIONS.
V A COMBINATION SYSTEM THAT ENABLES CONVENTIONAL ENGINES TO OPERATE
ON LOW GRADE GASOLINES (70-87) OR ALCOHOLS.
VI A METERING ADJUSTMENT TABLE THAT CAN REDUCE FUEL CONSUMPTION AND
EMISSIONS; WITHOUT LOST OF POWER.
VII A SYSTEM THAT CAN ALSO BE ADJUSTED TO OFFER MORE HORSEPOWER
WITHOUT MAJOR ENGINE MODIFICATION.
ENGINES.
11 A COMPUTER CHIP CONTROL MODULE TO REGULATE AND METER INJECTION.
BY THE ABOVE SYSTEM.
IV A COMPUTER CHIP DESIGNED AND ENGINEERED TO CONTAIN TOLERANCE AND
DATA LEVELS ACCORDING TO MAXIMUM ENGINE PERFORMANCE, EFFICIENCY, INCLUDING THE REDUCTION OF EMISSIONS.
V A COMBINATION SYSTEM THAT ENABLES CONVENTIONAL ENGINES TO OPERATE
ON LOW GRADE GASOLINES (70-87) OR ALCOHOLS.
VI A METERING ADJUSTMENT TABLE THAT CAN REDUCE FUEL CONSUMPTION AND
EMISSIONS; WITHOUT LOST OF POWER.
VII A SYSTEM THAT CAN ALSO BE ADJUSTED TO OFFER MORE HORSEPOWER
WITHOUT MAJOR ENGINE MODIFICATION.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002202932A CA2202932A1 (en) | 1997-04-17 | 1997-04-17 | Electronic sensor injection |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA002202932A CA2202932A1 (en) | 1997-04-17 | 1997-04-17 | Electronic sensor injection |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2202932A1 true CA2202932A1 (en) | 1998-10-17 |
Family
ID=4160446
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002202932A Abandoned CA2202932A1 (en) | 1997-04-17 | 1997-04-17 | Electronic sensor injection |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2202932A1 (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2002077429A1 (en) * | 2001-03-27 | 2002-10-03 | Toyota Jidosha Kabushiki Kaisha | Fuel supply apparatus for an internal combustion engine having a membrane for separating gasoline into a high and a low octane number fuel |
-
1997
- 1997-04-17 CA CA002202932A patent/CA2202932A1/en not_active Abandoned
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| WO2002077429A1 (en) * | 2001-03-27 | 2002-10-03 | Toyota Jidosha Kabushiki Kaisha | Fuel supply apparatus for an internal combustion engine having a membrane for separating gasoline into a high and a low octane number fuel |
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