CA2270093A1 - Fuel additive delivery system and method - Google Patents
Fuel additive delivery system and method Download PDFInfo
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- CA2270093A1 CA2270093A1 CA 2270093 CA2270093A CA2270093A1 CA 2270093 A1 CA2270093 A1 CA 2270093A1 CA 2270093 CA2270093 CA 2270093 CA 2270093 A CA2270093 A CA 2270093A CA 2270093 A1 CA2270093 A1 CA 2270093A1
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- fuel
- fuel additive
- valve
- additive
- supply line
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- 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
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- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
An apparatus is provided for adding a liquid fuel additive to a liquid fuel prior to combustion in a vehicle combustion engine. The apparatus has an injector and supply lines for fuel and fuel additive.
The injector has body with a fuel inlet and an outlet interconnected by a passage. The passage has a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi. The fuel inlet is connected to a fuel supply line which is connected to a fuel tank in the vehicle. The outlet is connected by a fuel line to the combustion engine. Fuel additive is supplied via the fuel additive supply line from a container. The fuel additive supply line has at least one air entrainment prevention means. The air entrainment means is preferably a float valve in a chamber in the additive supply line, or a float valve in the container for the fuel additive.
The injector has body with a fuel inlet and an outlet interconnected by a passage. The passage has a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi. The fuel inlet is connected to a fuel supply line which is connected to a fuel tank in the vehicle. The outlet is connected by a fuel line to the combustion engine. Fuel additive is supplied via the fuel additive supply line from a container. The fuel additive supply line has at least one air entrainment prevention means. The air entrainment means is preferably a float valve in a chamber in the additive supply line, or a float valve in the container for the fuel additive.
Description
FUEL ADDITIVE DELIVERY SYSTEM AND METHOD
Field of the Invention The present invention relates to an apparatus and method for injecting liquid fuel additives into a liquid fuel supply line in a vehicle which has a combustion engine.
Background to the Invention Fuel and fuel systems for combustion engines are perpetually being challenged by increasingly rising performance requirements with regard to fuel efficiency, fuel economy, pollution control, wear, increased maintenance intervals, cleanliness and similar characteristics. Users have been challenged by the limitation of commercially available fuels, e.g.
gasoline, diesel fuel, and their performance in certain applications. Users are increasingly turning to various chemical or additive solutions, which can improve performance of a system. Currently, these chemical solutions are not commercially available on a large scale.
Because the additives are available in small quantities, typically, the additive is added to the fuel in a fuel tank of the vehicle. Using this method, it is difficult to properly control the additive concentration. For example it is first necessary to determine how much fuel is in the fuel tank, and to know the amount of fuel still to be added, in order to calculate the correct amount of additive to add.
Measurements of fuel and additive volumes tend to be crude, leading to inaccuracies. There is therefore a need for development of an apparatus and method which is easy to use and give relatively constant concentrations levels of additive in the fuel. The present invention is directed to providing such an apparatus and method.
The terms "comprising/comprises" when used in this specification are taken to specify the presence of the stated features, integers, steps or components but do not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof. The term "line", as used herein, is commonly used to refer to a tube.
Summary of the Invention Accordingly, the present invention provides an apparatus for adding a liquid fuel additive to a liquid fuel, comprising:
a) an injector having an injector body with a fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi, said fuel inlet being connected to a fuel supply line which is connected to a fuel tank, and said outlet being connected to a fuel line to a combustion engine; and b) at least one air entrainment prevention means for the fuel additive supply tube.
In one embodiment, the air entrainment prevention means is selected from the group consisting of i) a fuel additive cut-off valve in the fuel additive supply tube, which is biassed in an open position and which has associated means for detecting the presence of air in the additive supply line or in the cut-off valve, and means for closing the valve upon detection of air being present in the additive supply line or in the cut-off valve, ii) a fuel additive cut-off valve in the fuel additive supply tube, which is biassed in an open position, which has an associated means for detecting a low level of fuel additive in a supply container for the fuel additive and a means for closing the valve as a result of detecting the low level, iii) a float valve in the fuel additive supply line which is open when fuel is in the valve and which is closed when air is in the valve, and iv) a float valve in the fuel additive container, which has an outlet to the fuel additive supply line and which is open when fuel additive is in the valve and which is closed when air is in the valve.
In another embodiment, there is a flow indicator in at least the fuel additive line.
In a further embodiment, there is a flow indicator in the fuel supply line.
In yet another embodiment, there is a flow controlling means in the fuel additive supply line and a flow controller which is able to take flow measurements from the flow indicators in the fuel additive line and the fuel supply line and to adjust the fuel additive flow with the flow controller.
In another embodiment, the flow controlling means comprises a metering screw associated with the injector.
In yet another embodiment, the fuel additive is supplied from a container, especially a container located in a position in a plane above the injector.
In another embodiment, the container is a tank, especially a tank with a lockable lid.
In a further embodiment, the container is a flexible pouch.
In another embodiment, an end of the fuel additive line, distal from the injector, has piercing and sealing means for piercing a flexible pouch which contains the fuel additive, and for sealing a juncture of the end and the pierced flexible pouch to prevent leakage of fuel additive.
In a further embodiment, container is a tank which has an outlet and piercing means at the outlet, for piercing the flexible pouch.
In other embodiments, the fuel additive container has a gauge to determine the amount of fuel additive in the container.
In yet another embodiment, the internal combustion engine, the fuel supply tank and the additive supply container are mounted on a vehicle.
Another aspect of the invention provides a method for providing a mixture of a liquid fuel and a liquid fuel additive, comprising:
a) supplying the fuel from a fuel tank through a fuel line, via a fuel pump and an injector, wherein the injector has an injector body with the fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi; and b) supplying the fuel additive from a container to the fuel additive inlet of the injector via a fuel additive supply line, and c) preventing air entrainment in the fuel additive before the additive enters the injector, using air entrainment prevention means in the fuel additive supply line or in the container at an outlet from the container.
In one embodiment, air entrainment is prevented by a method selected from i) supplying the fuel additive through the fuel additive supply line which has a fuel additive cut-off valve therein, which is biassed in an open position, detecting whether there is air present in the additive supply line or in the cut-off valve, and closing the fuel additive cut-off valve upon detection of air being present in the additive supply line or in the cut-off valve, ii) supplying the fuel additive through the fuel additive supply line which has a fuel additive cut-off valve therein, which is biassed in an open position, detecting the presence of fuel in the container and closing the fuel additive cut-off valve upon detection of a low level of fuel additive in the container, iii) supplying the fuel additive through the fuel additive supply line which has a float valve therein, which is open when fuel is in the float valve and which closes when air is in the float valve, and iv) supplying the fuel additive from the fuel additive container, which has a float valve at an outlet in the container, said float valve being open when there is sufficient fuel additive in the container and which closes when air is in the valve.
In another embodiment, supply of fuel additive is controlled by measuring rates of flow of the fuel and fuel additive to the injector and controlling the flow of fuel additive by manipulating a control valve in the fuel additive line.
Field of the Invention The present invention relates to an apparatus and method for injecting liquid fuel additives into a liquid fuel supply line in a vehicle which has a combustion engine.
Background to the Invention Fuel and fuel systems for combustion engines are perpetually being challenged by increasingly rising performance requirements with regard to fuel efficiency, fuel economy, pollution control, wear, increased maintenance intervals, cleanliness and similar characteristics. Users have been challenged by the limitation of commercially available fuels, e.g.
gasoline, diesel fuel, and their performance in certain applications. Users are increasingly turning to various chemical or additive solutions, which can improve performance of a system. Currently, these chemical solutions are not commercially available on a large scale.
Because the additives are available in small quantities, typically, the additive is added to the fuel in a fuel tank of the vehicle. Using this method, it is difficult to properly control the additive concentration. For example it is first necessary to determine how much fuel is in the fuel tank, and to know the amount of fuel still to be added, in order to calculate the correct amount of additive to add.
Measurements of fuel and additive volumes tend to be crude, leading to inaccuracies. There is therefore a need for development of an apparatus and method which is easy to use and give relatively constant concentrations levels of additive in the fuel. The present invention is directed to providing such an apparatus and method.
The terms "comprising/comprises" when used in this specification are taken to specify the presence of the stated features, integers, steps or components but do not preclude the presence or addition of one or more other features, integers, steps, components or groups thereof. The term "line", as used herein, is commonly used to refer to a tube.
Summary of the Invention Accordingly, the present invention provides an apparatus for adding a liquid fuel additive to a liquid fuel, comprising:
a) an injector having an injector body with a fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi, said fuel inlet being connected to a fuel supply line which is connected to a fuel tank, and said outlet being connected to a fuel line to a combustion engine; and b) at least one air entrainment prevention means for the fuel additive supply tube.
In one embodiment, the air entrainment prevention means is selected from the group consisting of i) a fuel additive cut-off valve in the fuel additive supply tube, which is biassed in an open position and which has associated means for detecting the presence of air in the additive supply line or in the cut-off valve, and means for closing the valve upon detection of air being present in the additive supply line or in the cut-off valve, ii) a fuel additive cut-off valve in the fuel additive supply tube, which is biassed in an open position, which has an associated means for detecting a low level of fuel additive in a supply container for the fuel additive and a means for closing the valve as a result of detecting the low level, iii) a float valve in the fuel additive supply line which is open when fuel is in the valve and which is closed when air is in the valve, and iv) a float valve in the fuel additive container, which has an outlet to the fuel additive supply line and which is open when fuel additive is in the valve and which is closed when air is in the valve.
In another embodiment, there is a flow indicator in at least the fuel additive line.
In a further embodiment, there is a flow indicator in the fuel supply line.
In yet another embodiment, there is a flow controlling means in the fuel additive supply line and a flow controller which is able to take flow measurements from the flow indicators in the fuel additive line and the fuel supply line and to adjust the fuel additive flow with the flow controller.
In another embodiment, the flow controlling means comprises a metering screw associated with the injector.
In yet another embodiment, the fuel additive is supplied from a container, especially a container located in a position in a plane above the injector.
In another embodiment, the container is a tank, especially a tank with a lockable lid.
In a further embodiment, the container is a flexible pouch.
In another embodiment, an end of the fuel additive line, distal from the injector, has piercing and sealing means for piercing a flexible pouch which contains the fuel additive, and for sealing a juncture of the end and the pierced flexible pouch to prevent leakage of fuel additive.
In a further embodiment, container is a tank which has an outlet and piercing means at the outlet, for piercing the flexible pouch.
In other embodiments, the fuel additive container has a gauge to determine the amount of fuel additive in the container.
In yet another embodiment, the internal combustion engine, the fuel supply tank and the additive supply container are mounted on a vehicle.
Another aspect of the invention provides a method for providing a mixture of a liquid fuel and a liquid fuel additive, comprising:
a) supplying the fuel from a fuel tank through a fuel line, via a fuel pump and an injector, wherein the injector has an injector body with the fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi; and b) supplying the fuel additive from a container to the fuel additive inlet of the injector via a fuel additive supply line, and c) preventing air entrainment in the fuel additive before the additive enters the injector, using air entrainment prevention means in the fuel additive supply line or in the container at an outlet from the container.
In one embodiment, air entrainment is prevented by a method selected from i) supplying the fuel additive through the fuel additive supply line which has a fuel additive cut-off valve therein, which is biassed in an open position, detecting whether there is air present in the additive supply line or in the cut-off valve, and closing the fuel additive cut-off valve upon detection of air being present in the additive supply line or in the cut-off valve, ii) supplying the fuel additive through the fuel additive supply line which has a fuel additive cut-off valve therein, which is biassed in an open position, detecting the presence of fuel in the container and closing the fuel additive cut-off valve upon detection of a low level of fuel additive in the container, iii) supplying the fuel additive through the fuel additive supply line which has a float valve therein, which is open when fuel is in the float valve and which closes when air is in the float valve, and iv) supplying the fuel additive from the fuel additive container, which has a float valve at an outlet in the container, said float valve being open when there is sufficient fuel additive in the container and which closes when air is in the valve.
In another embodiment, supply of fuel additive is controlled by measuring rates of flow of the fuel and fuel additive to the injector and controlling the flow of fuel additive by manipulating a control valve in the fuel additive line.
In another embodiment, the fuel and additive are supplied to an internal combustion engine which is downstream of the venturi.
In yet another embodiment, the container is at a position located in a horizontal plane above the injector.
In a further embodiment, fuel additive is supplied from a flexible pouch.
Description of the Drawings Figure 1 is a schematic representation of a vehicle showing positioning of components of an embodiment of the present invention.
Figure 2 is a schematic representation of an embodiment of the present invention.
Figure 3 is a cross-sectional representation of a shut-off valve attached to an injector.
Figure 4 is a cross-sectional representation of an air entrainment prevention means in an additive supply tank.
Figure 5 is a schematic cross-section of an injector useful in the present invention.
Detailed Description of Preferred Embodiments Figure 1 shows a truck 10 with a combustion engine compartment 11 and a fuel tank 12. Shown in cut-away portion 13, there are fuel supply lines 18 and 19 connected to a fuel pump 17. Fuel supply line 19 is also connected to fuel tank 12. Fuel supply line 18 is also connected to injector 15 at a fuel inlet 50 (see Figure 5). Injector 15 is also connected to fuel line 16 at a fuel outlet 51 (see Figure 5) and to a fuel additive line 20 at a fuel additive inlet 52 (see Figure _ 7 _ 5). Fuel line 16 is connected to a carburetor or fuel injector rail 14.
Figure 2 illustrates the fuel additive system diagrammatically. Fuel tank 12 is connected to fuel pump 17 by means of fuel supply line 19. Fuel pump 17 is connected to a fuel inlet 50 of injector 15 by means of fuel supply line 18. Fuel additive tank 21 is connected to fuel additive inlet 52 of injector 15 by means of fuel additive line 20 and may have a manually operable shut off valve 27 therein. A fuel outlet 51 of injector 15 is connected to fuel injector rail 23 of combustion engine 24 by means of fuel line 16. Figure 2 shows air entrainment preventers 25 and 26. The air entrainment preventers may be float valves. One embodiment of a float valve 26, at the fuel additive inlet to injector 15 is shown in more detail in Figure 3. Another embodiment of a float valve 25, in fuel additive tank 21, is shown in more detail in Figure 4.
It will be understood that at least one of these preventers is desirable in order to prevent air from being injected into the fuel line 18, in the event that fuel additive does not flow to injector 15.
Figure 3 shows air entrainment prevention means 26 in block 30 which is attached to injector 15. An inlet passageway 37 leads from fuel additive supply line 20, through apertures 61 into ball float cage 31. An outlet passageway 34 leads from ball float cage 31 to injector 15. Ball float cage 31 is generally cylindrical with a seat 33 adjacent to outlet passageway 34. A spherical float 32 is inside cylindrical ball float cage 31 and is able to travel inside ball float cage 31 and seat on _ g _ seat 33 in order to close outlet passageway 34. Ball float cage 31 is perforated in order to allow fuel additive to pass from inlet passageway 37 to outlet passageway 34 when the float is not seated on seat 33.
Inlet 35 has a cap (not numbered) thereon. Inlet 35 is for priming float valve 26 with fuel additive, i.e. to flood the valve and remove any entrained air in the valve prior to operation.
Figure 4 shows air entrainment prevention means 25 in fuel additive container 21. In essence, air is prevented from entering fuel additive supply line 20.
Inlets 41 lead from fuel additive tank 21 to cavity 45.
An outlet passageway 46 leads from cavity 45 to fuel additive supply line 20. Ball float cage 40 is generally cylindrical, forming an open chamber with a seat 44 adjacent to outlet passageway 46. A spherical float 42 is inside cylindrical cavity 45 and is able to travel along cavity 45 and seat on seat 44 in order to close outlet passageway 46. Ball float cage 40 is perforated in order to allow fuel additive to pass from inlets 41, through ball float cage 40, to outlet passageway 46 when the float is not seated on seat 44.
The advantage of the embodiment of Figure 4 compared to that of Figure 3 is that the embodiment of Figure 3 requires priming with fuel additive after introduction of air into supply line 20, whereas the embodiment of Figure 4 does not require priming.
In lieu of float valves, another air entrainment prevention system includes a controller, a valve operator and means to determine the presence of air in fuel additive supply line 20 or means to determine a low g _ level of fuel additive in fuel additive container 21.
The valve operator is adapted to open or close a valve in fuel additive supply line 20. The valve operator may be electro-mechanically operated, e.g. a solenoid, or pneumatically or hydraulically operated. Air entrainment in additive supply line 18 may be determined in a number of ways, e.g. by means of ultrasonic, magnetic, density, conductivity, or proximity measurements. Alternatively, air may be prevented from entering fuel additive line 20 from fuel additive container 21 by shutting off the supply of fuel additive when the level of fuel additive drops below a predetermined level in fuel additive container 21.
Although not shown in the drawings, there may be manual shut-off valves in fuel line 19 and/or in fuel additive line 18. Alternatively, air entrainment prevention means valves may be manually manipulable in order to shut off the supply of fuel additive to injector 15.
Injector 15 may be of any suitable design.
Preferably, as shown in Figure 5, the injector 15 has a venturi 53, in body 55, between the fuel inlet 50 and outlet 51, and the fuel additive inlet 52 leads to the throat 56 of injector 15. A suitable injector is disclosed in U.S. Patent 3 084 634 which issued April 9, 1963 to McDougall et al., the disclosure of which is incorporated herein. One such injector is available under the trade mark DEMA from Dema Engineering Company of St. Louis, Missouri, U.S.A.
The flow of fuel additive to injector 15 can be controlled more closely by means of a controller which operates a valve in line 18. Input to the controller may come from a flow measuring device in fuel line 19 or from the fuel pump 17. The valve may be attached to injector 15 or may be separated therefrom.
As indicated hereinbefore, the fuel additive may be contained in a tank 21 or may be in a flexible pouch (not shown). Tank 21 may have a lid 22, primarily to keep out contaminants such as dirt, dust and water. Lid 22 may be lockable, in order to provide security.
Although Figure 1 shows container 21 at the rear of the truck cab, it will be understood that the container may be in the engine compartment 11 of the truck. Tank 21 may be made of any suitable material, e.g. metal, synthetic thermoplastic polymer. Depending on the type of chemical additive, the tank may made of polyolefins, polyesters, polyamides, ABS copolymers and the like.
It is preferred that the additive supply line have fuel additive therein at a slight positive pressure.
Preferably, the fuel additive is gravity fed to the injector 15. In such a case, the container 21 is above the injector, although not necessarily directly above the injector, as will be understood. If the container is below the injector, the fuel additive will have to be "lifted", and the greater the lift the less fuel additive will be drawn by the injector.
The fuel additive may be fed by pump from container 21. The pump may be directly in fuel additive supply line 18 or there may be a recirculating system with a bleed to the injector. However, an advantage of there not being a pump is that there are fewer moving parts in the system, and use of electricity to drive motors for the pumps is avoided.
The container may be a flexible pouch similar to that disclosed in U.S. Patent 4 521 473 which issued to W.J. Storms, e.g. a pouch made on a form and fill machine from an ethylene-octene copolymer film. Pouches made with other synthetic polymeric films, film laminates or co-extrudates may be used, with the particular polymer being selected according to the chemical and physical properties desired.
U.S. Patent 5 497 909 which issued March 12, 1996 to J.R. Thompson and R.C. Wirsig, discloses a film-puncturing spout which is useful in the present invention. The spout has a film-puncturing end comprising a tube and a removable plunger adapted to move coaxially inside the tube. An end of the plunger is conical and adapted to puncture film and expand an opening resulting from the puncture in a manner to lead the edges of the opening over the tube. The tube also is adapted to permit the edges of the opening to move over the conical portion and thence over the outer periphery of the tube. The end of the tube adjacent the conical portion has a wall tapering from being thick adjacent the film securement portion to thin furthest away from the film securement portion. The tube may have a film securement portion adapted to secure the edges of the film opening.
An example of an additive suitable for use with the present invention is a fuel injector, carburetor and valve cleaner which removes gums, varnishes, carbon deposits and corrosive build-up. Some additives may have chlorinated solvents or phosphate compounds therein, although those with non-corrosive halogenated hydrocarbons are preferred. Two suitable additives are Muscle (trade mark) FS-60 fuel injector, carburetor and valve cleaner and FS-70 fuel conditioner, available from Lube International, Cleveland, Ohio, U.S.A.
Operation of the system is now described in relation to apparatus in which the container 21 is a tank, and fuel additive line 20 has a float valve 25 in tank 21. Additionally, there is a manual shut-off valve 27 adjacent the injector 15. Fuel additive 28 is added to container 21 (see Figure 4) and the fuel additive line 20 purged of entrained air by opening shut-off valve 27 until all air has been removed from fuel additive supply line 20. Shut-off valve 27 is then closed. The system is then primed for automatic operation. 4~hen the combustion engine is stated, fuel is driven from fuel tank 12 to the engine 24 by means of fuel pump 17. The fuel passes through fuel supply lines 19 and 18 to inlet 50 of injector 15. The fuel passes through venturi 53, injector outlet 51 and thence into fuel line 16 before being distributed to the engine 24 at fuel injector rail 23. As fuel passes through venturi 53, fuel additive is drawn from fuel additive supply line 20 into the throat 56 of injector 15. 4~Ihen the surface 43 of fuel additive 28 (see Figure 4) is low in fuel additive tank 21, float 42 drops in float valve 25. Eventually, float 42 will seat on float valve seat 44 and close the outlet 46, thus preventing fuel additive 28 from entering fuel additive supply line 20.
Tank 21 must then be filled with more fuel additive.
Although not shown in the drawing, tank 21 may have a level indicator so that the vehicle operator can easily know when the fuel additive tank needs refilling.
Operation of the system is further described in relation to apparatus in which the container 21 is a flexible pouch, and the flexible pouch is connectable to fuel additive supply line 20 by a piercing apparatus similar to that describe in U.S. Patent 5 497 909. When the fuel additive container is a flexible pouch, it is preferable that a float valve 26, adjacent to the injector 15, is used. Because the pouch is flexible, it is necessary for it to be held in a container or cradle.
Once the flexible pouch is connected to fuel additive supply line 20, the supply line is purged of any entrained air by opening priming inlet 35 (see Figure 3) in float valve 26. The injector operates the same as described above. As it is generally impractical to have a level indicator in the flexible pouch, it is preferable to have an integral plastic strip with graduated markings to indicate the level of the fluid additive in the pouch. An alternative is for the pouch to be contained in a cradle and for the cradle to have graduated markings thereon. As the pouch collapses within the cradle, the operator can visually observe the fluid additive level.
Advantages of the pouch system are that it provides a low cost additive containment and delivery system, environmentally friendly disposal of the pouches, convenience of use, quick change capability with minimization of spills, reduced potential for air entrapment in the system and minimization of the potential for pilferage and contamination.
Although the invention has been described particularly in relation to installation on a truck, the invention may be used on many kinds of vehicles, e.g.
cars, buses, trains, piston engine aircraft, bulldozers, graders, or stationary equipment, e.g. generator sets, compressor drivers, pump drivers, refrigeration equipment, boilers. In addition, the invention is useful in fuel distribution systems, e.g. petroleum distribution terminals or tank farms where it is preferable to mix fuel and fuel additives prior to distribution, e.g. at retail.
One of the advantages of the embodiments of the invention which do not rely on electrically operated devices, e.g. solenoid valves or pumps, is that moving parts are minimized or eliminated. This is particularly advantageous for handling flammable liquids because electrical regulatory approval or compliance, e.g through CSA, is not required.
Example 1 Tests were conducted to compare performance of a Freightliner (trade mark) truck with and without using a venturi-type injector. The tests were conducted to demonstrate the efficacy of the injector system, and because the tests were closely monitored, an air entrainment preventer was not used. The venturi-type injector was a Dema Model 203B made by Dema Engineering Company, made of forged brass. It was inserted in the fuel line between the fuel tank and a Cummins (trade mark) Model M11 diesel engine of the truck. The venturi injector was also connected with a 1/ inch ID hose to a fuel additive reservoir, which was Department of Transport compliant, with a top connection, top fill and vent. The reservoir about the same height off the ground as the injector, so that there was essentially no head of additive relative to the injector.
Tests were conducted over a period of about four months. In the tests with an additive, the additive was Muscle (trade mark) FS-70 fuel conditioner. The average consumption of Muscle FS-70 per U.S. gallon of diesel fuel was in the range of 0.067 to 0.1 ounces. With the additive, the average fuel consumption was about 6.37 mpg, for 20 fill-ups of fuel over a period of about 10 weeks. As a comparison, for a control vehicle, which did not have the additive or fuel injector, the average fuel consumption was about 5.58 mpg, for 17 fill-ups of fuel over the same period. As indicated, on the test vehicle, the fuel additive tank was filled 20 times during the test. During that time there were no instances of air entrainment in the fuel additive line.
In yet another embodiment, the container is at a position located in a horizontal plane above the injector.
In a further embodiment, fuel additive is supplied from a flexible pouch.
Description of the Drawings Figure 1 is a schematic representation of a vehicle showing positioning of components of an embodiment of the present invention.
Figure 2 is a schematic representation of an embodiment of the present invention.
Figure 3 is a cross-sectional representation of a shut-off valve attached to an injector.
Figure 4 is a cross-sectional representation of an air entrainment prevention means in an additive supply tank.
Figure 5 is a schematic cross-section of an injector useful in the present invention.
Detailed Description of Preferred Embodiments Figure 1 shows a truck 10 with a combustion engine compartment 11 and a fuel tank 12. Shown in cut-away portion 13, there are fuel supply lines 18 and 19 connected to a fuel pump 17. Fuel supply line 19 is also connected to fuel tank 12. Fuel supply line 18 is also connected to injector 15 at a fuel inlet 50 (see Figure 5). Injector 15 is also connected to fuel line 16 at a fuel outlet 51 (see Figure 5) and to a fuel additive line 20 at a fuel additive inlet 52 (see Figure _ 7 _ 5). Fuel line 16 is connected to a carburetor or fuel injector rail 14.
Figure 2 illustrates the fuel additive system diagrammatically. Fuel tank 12 is connected to fuel pump 17 by means of fuel supply line 19. Fuel pump 17 is connected to a fuel inlet 50 of injector 15 by means of fuel supply line 18. Fuel additive tank 21 is connected to fuel additive inlet 52 of injector 15 by means of fuel additive line 20 and may have a manually operable shut off valve 27 therein. A fuel outlet 51 of injector 15 is connected to fuel injector rail 23 of combustion engine 24 by means of fuel line 16. Figure 2 shows air entrainment preventers 25 and 26. The air entrainment preventers may be float valves. One embodiment of a float valve 26, at the fuel additive inlet to injector 15 is shown in more detail in Figure 3. Another embodiment of a float valve 25, in fuel additive tank 21, is shown in more detail in Figure 4.
It will be understood that at least one of these preventers is desirable in order to prevent air from being injected into the fuel line 18, in the event that fuel additive does not flow to injector 15.
Figure 3 shows air entrainment prevention means 26 in block 30 which is attached to injector 15. An inlet passageway 37 leads from fuel additive supply line 20, through apertures 61 into ball float cage 31. An outlet passageway 34 leads from ball float cage 31 to injector 15. Ball float cage 31 is generally cylindrical with a seat 33 adjacent to outlet passageway 34. A spherical float 32 is inside cylindrical ball float cage 31 and is able to travel inside ball float cage 31 and seat on _ g _ seat 33 in order to close outlet passageway 34. Ball float cage 31 is perforated in order to allow fuel additive to pass from inlet passageway 37 to outlet passageway 34 when the float is not seated on seat 33.
Inlet 35 has a cap (not numbered) thereon. Inlet 35 is for priming float valve 26 with fuel additive, i.e. to flood the valve and remove any entrained air in the valve prior to operation.
Figure 4 shows air entrainment prevention means 25 in fuel additive container 21. In essence, air is prevented from entering fuel additive supply line 20.
Inlets 41 lead from fuel additive tank 21 to cavity 45.
An outlet passageway 46 leads from cavity 45 to fuel additive supply line 20. Ball float cage 40 is generally cylindrical, forming an open chamber with a seat 44 adjacent to outlet passageway 46. A spherical float 42 is inside cylindrical cavity 45 and is able to travel along cavity 45 and seat on seat 44 in order to close outlet passageway 46. Ball float cage 40 is perforated in order to allow fuel additive to pass from inlets 41, through ball float cage 40, to outlet passageway 46 when the float is not seated on seat 44.
The advantage of the embodiment of Figure 4 compared to that of Figure 3 is that the embodiment of Figure 3 requires priming with fuel additive after introduction of air into supply line 20, whereas the embodiment of Figure 4 does not require priming.
In lieu of float valves, another air entrainment prevention system includes a controller, a valve operator and means to determine the presence of air in fuel additive supply line 20 or means to determine a low g _ level of fuel additive in fuel additive container 21.
The valve operator is adapted to open or close a valve in fuel additive supply line 20. The valve operator may be electro-mechanically operated, e.g. a solenoid, or pneumatically or hydraulically operated. Air entrainment in additive supply line 18 may be determined in a number of ways, e.g. by means of ultrasonic, magnetic, density, conductivity, or proximity measurements. Alternatively, air may be prevented from entering fuel additive line 20 from fuel additive container 21 by shutting off the supply of fuel additive when the level of fuel additive drops below a predetermined level in fuel additive container 21.
Although not shown in the drawings, there may be manual shut-off valves in fuel line 19 and/or in fuel additive line 18. Alternatively, air entrainment prevention means valves may be manually manipulable in order to shut off the supply of fuel additive to injector 15.
Injector 15 may be of any suitable design.
Preferably, as shown in Figure 5, the injector 15 has a venturi 53, in body 55, between the fuel inlet 50 and outlet 51, and the fuel additive inlet 52 leads to the throat 56 of injector 15. A suitable injector is disclosed in U.S. Patent 3 084 634 which issued April 9, 1963 to McDougall et al., the disclosure of which is incorporated herein. One such injector is available under the trade mark DEMA from Dema Engineering Company of St. Louis, Missouri, U.S.A.
The flow of fuel additive to injector 15 can be controlled more closely by means of a controller which operates a valve in line 18. Input to the controller may come from a flow measuring device in fuel line 19 or from the fuel pump 17. The valve may be attached to injector 15 or may be separated therefrom.
As indicated hereinbefore, the fuel additive may be contained in a tank 21 or may be in a flexible pouch (not shown). Tank 21 may have a lid 22, primarily to keep out contaminants such as dirt, dust and water. Lid 22 may be lockable, in order to provide security.
Although Figure 1 shows container 21 at the rear of the truck cab, it will be understood that the container may be in the engine compartment 11 of the truck. Tank 21 may be made of any suitable material, e.g. metal, synthetic thermoplastic polymer. Depending on the type of chemical additive, the tank may made of polyolefins, polyesters, polyamides, ABS copolymers and the like.
It is preferred that the additive supply line have fuel additive therein at a slight positive pressure.
Preferably, the fuel additive is gravity fed to the injector 15. In such a case, the container 21 is above the injector, although not necessarily directly above the injector, as will be understood. If the container is below the injector, the fuel additive will have to be "lifted", and the greater the lift the less fuel additive will be drawn by the injector.
The fuel additive may be fed by pump from container 21. The pump may be directly in fuel additive supply line 18 or there may be a recirculating system with a bleed to the injector. However, an advantage of there not being a pump is that there are fewer moving parts in the system, and use of electricity to drive motors for the pumps is avoided.
The container may be a flexible pouch similar to that disclosed in U.S. Patent 4 521 473 which issued to W.J. Storms, e.g. a pouch made on a form and fill machine from an ethylene-octene copolymer film. Pouches made with other synthetic polymeric films, film laminates or co-extrudates may be used, with the particular polymer being selected according to the chemical and physical properties desired.
U.S. Patent 5 497 909 which issued March 12, 1996 to J.R. Thompson and R.C. Wirsig, discloses a film-puncturing spout which is useful in the present invention. The spout has a film-puncturing end comprising a tube and a removable plunger adapted to move coaxially inside the tube. An end of the plunger is conical and adapted to puncture film and expand an opening resulting from the puncture in a manner to lead the edges of the opening over the tube. The tube also is adapted to permit the edges of the opening to move over the conical portion and thence over the outer periphery of the tube. The end of the tube adjacent the conical portion has a wall tapering from being thick adjacent the film securement portion to thin furthest away from the film securement portion. The tube may have a film securement portion adapted to secure the edges of the film opening.
An example of an additive suitable for use with the present invention is a fuel injector, carburetor and valve cleaner which removes gums, varnishes, carbon deposits and corrosive build-up. Some additives may have chlorinated solvents or phosphate compounds therein, although those with non-corrosive halogenated hydrocarbons are preferred. Two suitable additives are Muscle (trade mark) FS-60 fuel injector, carburetor and valve cleaner and FS-70 fuel conditioner, available from Lube International, Cleveland, Ohio, U.S.A.
Operation of the system is now described in relation to apparatus in which the container 21 is a tank, and fuel additive line 20 has a float valve 25 in tank 21. Additionally, there is a manual shut-off valve 27 adjacent the injector 15. Fuel additive 28 is added to container 21 (see Figure 4) and the fuel additive line 20 purged of entrained air by opening shut-off valve 27 until all air has been removed from fuel additive supply line 20. Shut-off valve 27 is then closed. The system is then primed for automatic operation. 4~hen the combustion engine is stated, fuel is driven from fuel tank 12 to the engine 24 by means of fuel pump 17. The fuel passes through fuel supply lines 19 and 18 to inlet 50 of injector 15. The fuel passes through venturi 53, injector outlet 51 and thence into fuel line 16 before being distributed to the engine 24 at fuel injector rail 23. As fuel passes through venturi 53, fuel additive is drawn from fuel additive supply line 20 into the throat 56 of injector 15. 4~Ihen the surface 43 of fuel additive 28 (see Figure 4) is low in fuel additive tank 21, float 42 drops in float valve 25. Eventually, float 42 will seat on float valve seat 44 and close the outlet 46, thus preventing fuel additive 28 from entering fuel additive supply line 20.
Tank 21 must then be filled with more fuel additive.
Although not shown in the drawing, tank 21 may have a level indicator so that the vehicle operator can easily know when the fuel additive tank needs refilling.
Operation of the system is further described in relation to apparatus in which the container 21 is a flexible pouch, and the flexible pouch is connectable to fuel additive supply line 20 by a piercing apparatus similar to that describe in U.S. Patent 5 497 909. When the fuel additive container is a flexible pouch, it is preferable that a float valve 26, adjacent to the injector 15, is used. Because the pouch is flexible, it is necessary for it to be held in a container or cradle.
Once the flexible pouch is connected to fuel additive supply line 20, the supply line is purged of any entrained air by opening priming inlet 35 (see Figure 3) in float valve 26. The injector operates the same as described above. As it is generally impractical to have a level indicator in the flexible pouch, it is preferable to have an integral plastic strip with graduated markings to indicate the level of the fluid additive in the pouch. An alternative is for the pouch to be contained in a cradle and for the cradle to have graduated markings thereon. As the pouch collapses within the cradle, the operator can visually observe the fluid additive level.
Advantages of the pouch system are that it provides a low cost additive containment and delivery system, environmentally friendly disposal of the pouches, convenience of use, quick change capability with minimization of spills, reduced potential for air entrapment in the system and minimization of the potential for pilferage and contamination.
Although the invention has been described particularly in relation to installation on a truck, the invention may be used on many kinds of vehicles, e.g.
cars, buses, trains, piston engine aircraft, bulldozers, graders, or stationary equipment, e.g. generator sets, compressor drivers, pump drivers, refrigeration equipment, boilers. In addition, the invention is useful in fuel distribution systems, e.g. petroleum distribution terminals or tank farms where it is preferable to mix fuel and fuel additives prior to distribution, e.g. at retail.
One of the advantages of the embodiments of the invention which do not rely on electrically operated devices, e.g. solenoid valves or pumps, is that moving parts are minimized or eliminated. This is particularly advantageous for handling flammable liquids because electrical regulatory approval or compliance, e.g through CSA, is not required.
Example 1 Tests were conducted to compare performance of a Freightliner (trade mark) truck with and without using a venturi-type injector. The tests were conducted to demonstrate the efficacy of the injector system, and because the tests were closely monitored, an air entrainment preventer was not used. The venturi-type injector was a Dema Model 203B made by Dema Engineering Company, made of forged brass. It was inserted in the fuel line between the fuel tank and a Cummins (trade mark) Model M11 diesel engine of the truck. The venturi injector was also connected with a 1/ inch ID hose to a fuel additive reservoir, which was Department of Transport compliant, with a top connection, top fill and vent. The reservoir about the same height off the ground as the injector, so that there was essentially no head of additive relative to the injector.
Tests were conducted over a period of about four months. In the tests with an additive, the additive was Muscle (trade mark) FS-70 fuel conditioner. The average consumption of Muscle FS-70 per U.S. gallon of diesel fuel was in the range of 0.067 to 0.1 ounces. With the additive, the average fuel consumption was about 6.37 mpg, for 20 fill-ups of fuel over a period of about 10 weeks. As a comparison, for a control vehicle, which did not have the additive or fuel injector, the average fuel consumption was about 5.58 mpg, for 17 fill-ups of fuel over the same period. As indicated, on the test vehicle, the fuel additive tank was filled 20 times during the test. During that time there were no instances of air entrainment in the fuel additive line.
Claims (17)
1. An apparatus for adding a liquid fuel additive to a liquid fuel, comprising:
a) an injector having an injector body with a fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi, said fuel inlet being connected to a fuel supply line which is connected to a fuel tank, and said outlet being connected to a fuel line to a combustion engine; and b) at least one air entrainment prevention means for the fuel additive supply tube.
a) an injector having an injector body with a fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi, said fuel inlet being connected to a fuel supply line which is connected to a fuel tank, and said outlet being connected to a fuel line to a combustion engine; and b) at least one air entrainment prevention means for the fuel additive supply tube.
2. An apparatus according to Claim 1 wherein the air entrainment prevention means is selected from the group consisting of i) a fuel additive cut-off valve in the fuel additive supply tube, which is biassed in an open position and which has an associated means for detecting the presence of air in the additive supply line or in the cut-off valve, and means for closing the valve upon detection of air being present in the additive supply line or in the cut-off valve, ii) a fuel additive cut-off valve in the fuel additive supply tube, which is biassed in an open position, which has an associated means for detecting a low level of fuel additive in a supply container for the fuel additive, and a means for closing the valve as a result of detecting the low level, iii) a float valve in the fuel additive supply line which is open when fuel is in the valve and which is closed when air is in the valve, and iv) a float valve in the fuel additive container, which has an outlet to the fuel additive supply line and which is open when fuel additive is in the valve and which is closed when air is in the valve.
3. An apparatus according to any one of Claims 1 and 2 wherein in at least the fuel additive line there is a flow indicator.
4. An apparatus according to any one of Claims 1 to 3 wherein in the fuel supply line there is a flow indicator.
5. An apparatus according to Claim 1 wherein there is a flow controlling means in the fuel additive supply line and a flow controller which is able to take flow measurements from the flow indicators in the fuel additive line and the fuel supply line and to adjust the fuel additive flow with the flow controller.
6. An apparatus according to Claim 5 wherein the flow controlling means comprises a metering screw associated with the injector.
7. An apparatus according to Claim 1 wherein the fuel additive supply line is connected to a fuel additive container.
8. An apparatus according to Claim 7 wherein the container is a tank with a lockable lid.
9. An apparatus according to Claim 7 wherein the container is a flexible pouch.
10. An apparatus according to Claim 9 wherein an end of the fuel additive line, distal from the injector, has piercing and sealing means for piercing a flexible pouch which contains the fuel additive, and for sealing a juncture of the end and the pierced flexible pouch to prevent leakage of fuel additive.
11. An apparatus according to Claim 7 wherein container is a tank which has an outlet and piercing means at the outlet, for piercing the flexible pouch.
12. An apparatus according to any one of Claims 7 to 11 wherein the fuel additive container has a gauge to determine the amount of fuel additive in the container.
13. An apparatus according to any one of Claims 1, and 3 to 12 wherein the air entrainment prevention means is selected from the group consisting of i) a float valve in the fuel additive supply line which is open when fuel is in the valve and which is closed when air is in the valve, and ii) a float valve in the fuel additive container, which has an outlet to the fuel additive supply line and which is open when fuel additive is in the valve and which is closed when air is in the valve.
14. A method for providing a mixture of a liquid fuel and a liquid fuel additive to a combustion engine, comprising:
a) supplying the fuel to the combustion engine from a fuel tank through a fuel line, via a fuel pump and an injector, wherein the injector has an injector body with the fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi;
b) supplying the fuel additive from a container to the fuel additive inlet of the injector via a fuel additive supply line, and c) preventing air entrainment in the fuel additive before the additive enters the injector, using air prevention means in the fuel additive supply line or in the container at an outlet from the container.
a) supplying the fuel to the combustion engine from a fuel tank through a fuel line, via a fuel pump and an injector, wherein the injector has an injector body with the fuel inlet and an outlet interconnected by a passage, said passage having a venturi therein, and a fuel additive inlet interconnected by a fuel additive supply line to the passage at a throat of the venturi;
b) supplying the fuel additive from a container to the fuel additive inlet of the injector via a fuel additive supply line, and c) preventing air entrainment in the fuel additive before the additive enters the injector, using air prevention means in the fuel additive supply line or in the container at an outlet from the container.
15. A method according to Claim 14 wherein air entrainment is prevented by a method selected from i) supplying the fuel additive through the fuel additive supply line which has a fuel additive cut-off valve therein, which is biassed in an open position and closing the fuel additive cut-off valve upon detection of air being present in the additive supply line or in the cut-off valve ii) supplying the fuel additive through the fuel additive supply line which has a fuel additive cut-off valve therein, which is biassed in an open position, and closing the fuel additive cut-off valve upon detection of a low level of fuel additive in the container iii) supplying the fuel additive through the fuel additive supply line which has a float valve therein, which is open when fuel is in the float valve and which closes when air is in the float valve and iv) supplying the fuel additive from the fuel additive container, which has a float valve at an outlet in the container, said float valve being open when there is sufficient fuel additive in the container and which closes when air is in the valve.
16. A method according to Claim 14 or 15 wherein supply of fuel additive is controlled by measuring rates of flow of the fuel and fuel additive to the injector and controlling the flow of fuel additive by manipulating a control valve in the fuel additive line.
17. A method according to Claim 14 or 15 wherein fuel additive is supplied from a flexible pouch.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2270093 CA2270093A1 (en) | 1999-04-23 | 1999-04-23 | Fuel additive delivery system and method |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2270093 CA2270093A1 (en) | 1999-04-23 | 1999-04-23 | Fuel additive delivery system and method |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2270093A1 true CA2270093A1 (en) | 2000-10-23 |
Family
ID=29588863
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2270093 Abandoned CA2270093A1 (en) | 1999-04-23 | 1999-04-23 | Fuel additive delivery system and method |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2270093A1 (en) |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2971017A1 (en) * | 2011-02-02 | 2012-08-03 | Filtrauto | DEVICE FOR DISTRIBUTING AN ADDITIVE |
| CN102700845A (en) * | 2012-06-06 | 2012-10-03 | 余姚晟祺塑业有限公司 | Pump for fuel additive |
| US10583381B2 (en) | 2013-12-12 | 2020-03-10 | Sogefi Filtration France | Fuel filter and cartridge for such a filter with an onboard additive tank |
| US10786771B2 (en) | 2013-12-12 | 2020-09-29 | Sogefi Filtration France | Fuel filter with additive release device |
| US20220266683A1 (en) * | 2021-02-22 | 2022-08-25 | Mark Hugentobler | Fuel Additive Dispensing System |
-
1999
- 1999-04-23 CA CA 2270093 patent/CA2270093A1/en not_active Abandoned
Cited By (9)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2971017A1 (en) * | 2011-02-02 | 2012-08-03 | Filtrauto | DEVICE FOR DISTRIBUTING AN ADDITIVE |
| FR2971016A1 (en) * | 2011-02-02 | 2012-08-03 | Filtrauto | DEVICE FOR DISTRIBUTING AN ADDITIVE |
| WO2012104552A1 (en) * | 2011-02-02 | 2012-08-09 | Filtrauto | Device for dispensing an additive |
| US9267465B2 (en) | 2011-02-02 | 2016-02-23 | Filtrauto | Device for dispensing an additive |
| CN102700845A (en) * | 2012-06-06 | 2012-10-03 | 余姚晟祺塑业有限公司 | Pump for fuel additive |
| US10583381B2 (en) | 2013-12-12 | 2020-03-10 | Sogefi Filtration France | Fuel filter and cartridge for such a filter with an onboard additive tank |
| US10786771B2 (en) | 2013-12-12 | 2020-09-29 | Sogefi Filtration France | Fuel filter with additive release device |
| US20220266683A1 (en) * | 2021-02-22 | 2022-08-25 | Mark Hugentobler | Fuel Additive Dispensing System |
| US11833897B2 (en) * | 2021-02-22 | 2023-12-05 | Mark Hugentobler | Fuel additive dispensing system |
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