CA2276461A1 - Engine intake air heater - Google Patents
Engine intake air heater Download PDFInfo
- Publication number
- CA2276461A1 CA2276461A1 CA002276461A CA2276461A CA2276461A1 CA 2276461 A1 CA2276461 A1 CA 2276461A1 CA 002276461 A CA002276461 A CA 002276461A CA 2276461 A CA2276461 A CA 2276461A CA 2276461 A1 CA2276461 A1 CA 2276461A1
- Authority
- CA
- Canada
- Prior art keywords
- air
- fan
- engine
- intake
- housing
- 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
Abstract
The invention provides an apparatus for heating the intake air of an internal combustion engine. A fan and heating element are mounted inside a housing connected to the air intake of an engine. The fan draws air through the housing where it is heated by the element and pushed through a conduit to the air intake of an engine. The heat output of the element may be automatically adjusted according to the ambient air temperature, and/or manually adjusted. After a suitable length of time, when the engine should reach its normal operating temperature, the fan and element are deactivated.
Description
ENGINE INTAKE AIR HEATER
This invention deals with the field of automobile engines and in particular with a device for s heating the intake air of engines thereby reducing emissions, aiding the starting of engines in cold weather and improving performance in most conditions.
BACKGROUND
to The majority of vehicle trips are 6 miles or less in length. During trips of this length engines run below the optimum operating temperature with reduced efficiency and produce excessive emissions.
1s Liquid fuel must be vaporized in order to burn efficiently in automobile engines. In cold weather this vaporization is inhibited and liquid fuel is drawn into the engine, resulting in excessive fuel consumption, excessive wear on cylinder walls and poor performance. The excess fuel passes through the engine unburned and increases harmful engine emissions.
Even in warmer weather fuel does not vaporize properly until the engine reaches its normal F&K 249-14-O1 operating temperature.
Heating the intake air would help vaporize the liquid fuel and so reduce these problems.
Such heating would be beneficial to both gasoline and diesel engines.
s SUMMARY OF THE INVENTION
It is an object of the present invention to provide an apparatus for heating the intake air of to an internal combustion engine and thereby reducing harmful emissions.
It is a further object of the present invention to provide such an apparatus wherein the amount of heat supplied to the intake air may be varied manually or automatically in response to ambient air temperature.
It is a further object of the present invention to provide such an apparatus that is economical and easily installed on existing vehicles.
F&K 249-14-O1 The invention accomplishes these objects providing an apparatus for heating the intake air of an internal combustion engine comprising a fan housing having an intake end, open to the atmosphere, and an output end operatively connected to the air intake of an internal combustion engine; a fan, powered by the engine electrical supply, mounted inside said housing such that when the fan is operating air is drawn from the atmosphere into said housing through said intake end and forced out through said output end into said air intake;
a heating element, powered by the engine electrical supply, mounted in said housing such that air passing through said housing in response to the operation of said fan is heated by said element; and a control operating said fan and said element.
The operative connection of the output end to the air intake could comprise an insulated conduit operatively connected to the air cleaner of said engine. The connection to the air intake could conveniently be by a hole in the air cleaner body located such that air entering the air cleaner body from the conduit is mixed with air entering from the conventional air is intake thereof, the air mixture then passing through the air filter into the engine air intake.
The control operating the fan and element could activate the fan and element when the ignition switch to the engine is turned on, and de-activate them after a predetermined period of operation. A simple and economical timer could turn the fan and element off after F&K 249-14-O1 approximately ten minutes when the engine has achieved its normal operating temperature.
The amount of air required varies with the size of the engine and the heat output of the element could be adjustable to suit various sized engines.
s In warmer weather the heat output could be automatically reduced, and in colder weather increased. The control could sense the ambient air temperature and adjust the heat output of the element accordingly.
1o The apparatus could include a filter on the intake end of the housing. This would be desirable even if the air passing through the housing was filtered by the engine's air cleaner, as the mounting location may be subject to air-born foreign material.
The simple apparatus provided by the invention would be very economical to manufacture, is and the simple design could easily be connected to the wiring system of an existing vehicle.
Connections are only required to the ignition switch, battery and ground. The device does not need to be very big, and could be mounted essentially anywhere under the hood.
F&K 249-14-O1 The invention does not purport to sense and supply precise heat requirements for an engine, but only provides a device that will reduce emissions and improve performance at an economical cost.
s DESCRIPTION OF THE DRAWINGS:
While the invention is claimed in the concluding portions hereof, preferred embodiments are provided in the accompanying detailed description which may be best understood in io conjunction with the accompanying diagrams where like parts in each of the several diagrams are labeled with like numbers, and where:
Figure 1 is a perspective view of the housing of the embodiment;
~s Figure 2 is a perspective view of a mounting bracket suitable for mounting the housing to a vehicle or engine support member;
Figure 3 is a cut-away side view of the embodiment of Figure l, showing the fan and element.
F&K 249-14-O1 Figure 4 is a top view of a typical air cleaner body with the top removed, showing the connection of the housing to the air cleaner body.
s Figure 5 is an electrical schematic of the embodiment.
DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS:
to Figure 1 shows the exterior of the housing of one preferred embodiment of the invention.
Housing 1 is mounted to the vehicle or other engine mounting frame by use of a mounting bracket 13 including rubber grommets 14 and screws 15, such as that illustrated in Figure 2.
Figure 3 shows the inside of the housing 1 showing the fan 2 and heating element 3 each wired into control box 4. These are mounted by conventional means and not detailed. The is intake opening 5 in the housing 1 is covered by filter 6. Ambient air temperature sensor 7 is mounted near sensor aperture 8 in the housing 1, and the wiring to the engine electrical system is through plug-in port 23.
F&K 249-14-O1 Referring to Figure 4, the output opening 9 of the housing 1 is connected to an insulated flexible tube 10 which is in turn connected to a hole 11 in the air cleaner body 12 of the engine.
s Referring to the wiring diagram in Figure 5, when the ignition switch 18 is activated relay 19 closes supplying power to the fan 2 and element 3. Manual switch 16 adjusts the heat output of the heating element 3. Maximum output of 360 watts (30 amps) is used for diesel and eight cylinder engines, while output of 240 watts (20 amps) is used for four or six cylinder engines.
to Temperature sensor 7 senses the ambient air temperature. When the ambient temperature is below 0 degrees Celsius, the temperature controlled switch 17 supplies full power to the heating element 3. If the ambient temperature exceeds 0 degrees Celsius, only 66% of full power is supplied to the heating element 3, thereby reducing the heat output.
is The fan 2 draws air through the filter 6 and passes the air over the element 3 and out through the tube 10 into the air cleaner body 12. Normally the ignition would be left on for approximately fifteen seconds before cranking the engine so that the heated air can warm the air cleaner body 12 and air filter 20 and fill the air cleaner body 12 with heated air. When F&K 249-14-O1 the engine is cranked it will draw air through the air filter 20 from the air cleaner body 12.
The heated air inside the air cleaner body 12 will be first drawn into the engine, and then the engine will draw a mixture of heated air from the tube 10 and cold air from the air cleaner intake 21. Thus the intake air will be heated and vaporization of the liquid fuel will be s improved.
After approximately ten minutes, at which time the engine will generally have achieved its normal operating temperature, timer 22 causes the relay 19 circuit to open, and power is cut off to the fan 2 and element 3. The timer resets when the ignition switch is turned off, and ~o is ready to repeat the cycle the next time the ignition is turned on.
The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous changes and modifications will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and is described, and accordingly, all such suitable changes or modifications in structure or operation which may be resorted to are intended to fall within the scope of the claimed Invention.
F&K 249-14-O1
This invention deals with the field of automobile engines and in particular with a device for s heating the intake air of engines thereby reducing emissions, aiding the starting of engines in cold weather and improving performance in most conditions.
BACKGROUND
to The majority of vehicle trips are 6 miles or less in length. During trips of this length engines run below the optimum operating temperature with reduced efficiency and produce excessive emissions.
1s Liquid fuel must be vaporized in order to burn efficiently in automobile engines. In cold weather this vaporization is inhibited and liquid fuel is drawn into the engine, resulting in excessive fuel consumption, excessive wear on cylinder walls and poor performance. The excess fuel passes through the engine unburned and increases harmful engine emissions.
Even in warmer weather fuel does not vaporize properly until the engine reaches its normal F&K 249-14-O1 operating temperature.
Heating the intake air would help vaporize the liquid fuel and so reduce these problems.
Such heating would be beneficial to both gasoline and diesel engines.
s SUMMARY OF THE INVENTION
It is an object of the present invention to provide an apparatus for heating the intake air of to an internal combustion engine and thereby reducing harmful emissions.
It is a further object of the present invention to provide such an apparatus wherein the amount of heat supplied to the intake air may be varied manually or automatically in response to ambient air temperature.
It is a further object of the present invention to provide such an apparatus that is economical and easily installed on existing vehicles.
F&K 249-14-O1 The invention accomplishes these objects providing an apparatus for heating the intake air of an internal combustion engine comprising a fan housing having an intake end, open to the atmosphere, and an output end operatively connected to the air intake of an internal combustion engine; a fan, powered by the engine electrical supply, mounted inside said housing such that when the fan is operating air is drawn from the atmosphere into said housing through said intake end and forced out through said output end into said air intake;
a heating element, powered by the engine electrical supply, mounted in said housing such that air passing through said housing in response to the operation of said fan is heated by said element; and a control operating said fan and said element.
The operative connection of the output end to the air intake could comprise an insulated conduit operatively connected to the air cleaner of said engine. The connection to the air intake could conveniently be by a hole in the air cleaner body located such that air entering the air cleaner body from the conduit is mixed with air entering from the conventional air is intake thereof, the air mixture then passing through the air filter into the engine air intake.
The control operating the fan and element could activate the fan and element when the ignition switch to the engine is turned on, and de-activate them after a predetermined period of operation. A simple and economical timer could turn the fan and element off after F&K 249-14-O1 approximately ten minutes when the engine has achieved its normal operating temperature.
The amount of air required varies with the size of the engine and the heat output of the element could be adjustable to suit various sized engines.
s In warmer weather the heat output could be automatically reduced, and in colder weather increased. The control could sense the ambient air temperature and adjust the heat output of the element accordingly.
1o The apparatus could include a filter on the intake end of the housing. This would be desirable even if the air passing through the housing was filtered by the engine's air cleaner, as the mounting location may be subject to air-born foreign material.
The simple apparatus provided by the invention would be very economical to manufacture, is and the simple design could easily be connected to the wiring system of an existing vehicle.
Connections are only required to the ignition switch, battery and ground. The device does not need to be very big, and could be mounted essentially anywhere under the hood.
F&K 249-14-O1 The invention does not purport to sense and supply precise heat requirements for an engine, but only provides a device that will reduce emissions and improve performance at an economical cost.
s DESCRIPTION OF THE DRAWINGS:
While the invention is claimed in the concluding portions hereof, preferred embodiments are provided in the accompanying detailed description which may be best understood in io conjunction with the accompanying diagrams where like parts in each of the several diagrams are labeled with like numbers, and where:
Figure 1 is a perspective view of the housing of the embodiment;
~s Figure 2 is a perspective view of a mounting bracket suitable for mounting the housing to a vehicle or engine support member;
Figure 3 is a cut-away side view of the embodiment of Figure l, showing the fan and element.
F&K 249-14-O1 Figure 4 is a top view of a typical air cleaner body with the top removed, showing the connection of the housing to the air cleaner body.
s Figure 5 is an electrical schematic of the embodiment.
DETAILED DESCRIPTION OF THE ILLUSTRATED EMBODIMENTS:
to Figure 1 shows the exterior of the housing of one preferred embodiment of the invention.
Housing 1 is mounted to the vehicle or other engine mounting frame by use of a mounting bracket 13 including rubber grommets 14 and screws 15, such as that illustrated in Figure 2.
Figure 3 shows the inside of the housing 1 showing the fan 2 and heating element 3 each wired into control box 4. These are mounted by conventional means and not detailed. The is intake opening 5 in the housing 1 is covered by filter 6. Ambient air temperature sensor 7 is mounted near sensor aperture 8 in the housing 1, and the wiring to the engine electrical system is through plug-in port 23.
F&K 249-14-O1 Referring to Figure 4, the output opening 9 of the housing 1 is connected to an insulated flexible tube 10 which is in turn connected to a hole 11 in the air cleaner body 12 of the engine.
s Referring to the wiring diagram in Figure 5, when the ignition switch 18 is activated relay 19 closes supplying power to the fan 2 and element 3. Manual switch 16 adjusts the heat output of the heating element 3. Maximum output of 360 watts (30 amps) is used for diesel and eight cylinder engines, while output of 240 watts (20 amps) is used for four or six cylinder engines.
to Temperature sensor 7 senses the ambient air temperature. When the ambient temperature is below 0 degrees Celsius, the temperature controlled switch 17 supplies full power to the heating element 3. If the ambient temperature exceeds 0 degrees Celsius, only 66% of full power is supplied to the heating element 3, thereby reducing the heat output.
is The fan 2 draws air through the filter 6 and passes the air over the element 3 and out through the tube 10 into the air cleaner body 12. Normally the ignition would be left on for approximately fifteen seconds before cranking the engine so that the heated air can warm the air cleaner body 12 and air filter 20 and fill the air cleaner body 12 with heated air. When F&K 249-14-O1 the engine is cranked it will draw air through the air filter 20 from the air cleaner body 12.
The heated air inside the air cleaner body 12 will be first drawn into the engine, and then the engine will draw a mixture of heated air from the tube 10 and cold air from the air cleaner intake 21. Thus the intake air will be heated and vaporization of the liquid fuel will be s improved.
After approximately ten minutes, at which time the engine will generally have achieved its normal operating temperature, timer 22 causes the relay 19 circuit to open, and power is cut off to the fan 2 and element 3. The timer resets when the ignition switch is turned off, and ~o is ready to repeat the cycle the next time the ignition is turned on.
The foregoing is considered as illustrative only of the principles of the invention. Further, since numerous changes and modifications will readily occur to those skilled in the art, it is not desired to limit the invention to the exact construction and operation shown and is described, and accordingly, all such suitable changes or modifications in structure or operation which may be resorted to are intended to fall within the scope of the claimed Invention.
F&K 249-14-O1
Claims (5)
1. An apparatus for heating the intake air of an internal combustion engine comprising:
a fan housing having an intake end, open to the atmosphere, and an output end operatively connected to the air intake of an internal combustion engine;
a fan, powered by the engine electrical supply, mounted inside said housing such that when the fan is operating air is drawn from the atmosphere into said housing through said intake end and forced out through said output end into said air intake;
a heating element, powered by the engine electrical supply, mounted in said housing such that air passing through said housing in response to the operation of said fan is heated by said element; and a control for operating said fan and said element.
a fan housing having an intake end, open to the atmosphere, and an output end operatively connected to the air intake of an internal combustion engine;
a fan, powered by the engine electrical supply, mounted inside said housing such that when the fan is operating air is drawn from the atmosphere into said housing through said intake end and forced out through said output end into said air intake;
a heating element, powered by the engine electrical supply, mounted in said housing such that air passing through said housing in response to the operation of said fan is heated by said element; and a control for operating said fan and said element.
2. The apparatus of Claim 1 wherein said operative connection of said output end to said air intake comprises an insulated conduit operatively connected to the air cleaner of said engine.
3. The apparatus of Claim 2 wherein said operative connection to said air cleaner comprises a hole in said air cleaner body, said conduit operatively connected to said hole, said hole located such that air entering said air cleaner body from said conduit is mixed with air entering said air cleaner body from the conventional air intake thereof, the air mixture then passing through the air filter into the engine air intake.
4. The apparatus of any of Claims 1 - 3 wherein said control operates said fan and said element such that said fan and element are activated when the ignition switch to said engine is turned on, and said fan and element are de-activated after a predetermined period of operation.
5. The apparatus of any of Claims 1 - 4 wherein the heat output of said element is
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US12885498A | 1998-08-04 | 1998-08-04 | |
| US09/128,854 | 1998-08-04 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2276461A1 true CA2276461A1 (en) | 2000-02-04 |
Family
ID=31186209
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA002276461A Abandoned CA2276461A1 (en) | 1998-08-04 | 1999-06-25 | Engine intake air heater |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2276461A1 (en) |
-
1999
- 1999-06-25 CA CA002276461A patent/CA2276461A1/en not_active Abandoned
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| FZDE | Dead |