CA2327849A1 - Fuel vapour delivery system for engines and burners - Google Patents
Fuel vapour delivery system for engines and burners Download PDFInfo
- Publication number
- CA2327849A1 CA2327849A1 CA 2327849 CA2327849A CA2327849A1 CA 2327849 A1 CA2327849 A1 CA 2327849A1 CA 2327849 CA2327849 CA 2327849 CA 2327849 A CA2327849 A CA 2327849A CA 2327849 A1 CA2327849 A1 CA 2327849A1
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- CA
- Canada
- Prior art keywords
- fuel
- engine
- air
- vapors
- intake manifold
- 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
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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
- F02M25/08—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding fuel vapours drawn from engine fuel reservoir
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Output Control And Ontrol Of Special Type Engine (AREA)
Abstract
An apparatus for delivering fuel vapors to an engine or burner has a fuel tank for holding liquid fuel and a conduit for transporting vapors from the tank to the engine or burner. The apparatus can be used for delivering fuel vapor to an internal combustion engine. The vapor conduit leads to an inlet port in the intake manifold of the engine. Air to mix with the fuel vapors is provided either by an air pump which delivers air to the fuel tank or by an air inlet port in the intake manifold.
Description
FUEL VAPOR DELIYSRY SYSTEM FOR
ENGINES AND BURNERS
Field of the Invention The invention relates to apparatus for providing fuel vapors to engines, such as internal combustion engines and jet engines, and to burners, for example burners for heating furnaces, boilers and steam generators, for combus-tion in said engines and burners.
B_ackaround of the Invention Conventionally, most engines and burners employ liquid hydrocarbon fuel, such as gasoline, kerosene, jet fuel, fuel oil and diesel fuel, which is pumped or fed by a conduit from the fuel tank to the engine or burner where it is normally converted to a spray of fine droplets and mixed with air for burning or igniting in the engine or burner. In internal combustion engines, such as gasoline and diesel engines, the fuel is converted to a fine spray and is mixed with air by a carburetor or fuel injector or similar device. In burners, the liquid fuel is typically sprayed by a nozzle into a combustion chamber for burning.
The present invention provides a system for delivering to the engine or burner fuel vapor produced by evaporation of the fuel in a fuel tank rather than delivering liquid fuel itself. The invention eliminates the need for a liquid fuel delivery system and for conversion of the liquid fuel to a fine spray of fuel droplets for combustion in the engine or burner.
Summary of the Invention In its most general form, the invention is an apparatus for delivering fuel vapors to an engine or burner for combustion therein. The apparatus comprises a fuel tank for holding liquid fuel that can evaporate to produce a combustible vapor, and a conduit from the fuel tank for conducting the fuel vapors given off by the liquid fuel to the engine or burner in which the vapor is combusted.
Preferably, the fuel tank is one in which there is headspace to hold the fuel vapors. Preferably, the appar-atus also includes means for adding air to the fuel vapors to form a mixture of fuel vapors and air. The apparatus preferably includes a vapor reserve chamber between the fuel tank and the engine or burner to hold a quantity of fuel vapors.
In a preferred embodiment, the invention provides an apparatus for delivering fuel vapors to an internal combustion engine for powering the engine. The apparatus has a fuel tank for holding liquid fuel, such as gasoline, and has space to hold fuel vapors given off by the fuel.
The fuel tank has a port whereby the fuel vapors can exit the tank. A conduit leads from this port to the intake manifold for conducting the vapors to the engine. The apparatus includes means for adding air to the fuel vapors to form the mixture of fuel vapors and air that is ignited in the combustion chambers of the engine. The apparatus may include means for increasing the pressure of the fuel vapors in the fuel tank. The apparatus can include a vapor reserve chamber between the fuel vapor conduit and the intake manifold for holding a quantity of fuel vapors. The apparatus can also include a valve in the air intake tube for preventing the fuel vapors from escaping when the engine is not operating.
Brief Description of the Drawing's Fig. 1 is a schematic illustration of a first embodiment of the invention;
Fig. 2 is a schematic illustration of a second embodiment of the invention; and Figs. 3A and 38 are schematic illustrations of embodiments of the invention which include the vapor reserve chamber.
ENGINES AND BURNERS
Field of the Invention The invention relates to apparatus for providing fuel vapors to engines, such as internal combustion engines and jet engines, and to burners, for example burners for heating furnaces, boilers and steam generators, for combus-tion in said engines and burners.
B_ackaround of the Invention Conventionally, most engines and burners employ liquid hydrocarbon fuel, such as gasoline, kerosene, jet fuel, fuel oil and diesel fuel, which is pumped or fed by a conduit from the fuel tank to the engine or burner where it is normally converted to a spray of fine droplets and mixed with air for burning or igniting in the engine or burner. In internal combustion engines, such as gasoline and diesel engines, the fuel is converted to a fine spray and is mixed with air by a carburetor or fuel injector or similar device. In burners, the liquid fuel is typically sprayed by a nozzle into a combustion chamber for burning.
The present invention provides a system for delivering to the engine or burner fuel vapor produced by evaporation of the fuel in a fuel tank rather than delivering liquid fuel itself. The invention eliminates the need for a liquid fuel delivery system and for conversion of the liquid fuel to a fine spray of fuel droplets for combustion in the engine or burner.
Summary of the Invention In its most general form, the invention is an apparatus for delivering fuel vapors to an engine or burner for combustion therein. The apparatus comprises a fuel tank for holding liquid fuel that can evaporate to produce a combustible vapor, and a conduit from the fuel tank for conducting the fuel vapors given off by the liquid fuel to the engine or burner in which the vapor is combusted.
Preferably, the fuel tank is one in which there is headspace to hold the fuel vapors. Preferably, the appar-atus also includes means for adding air to the fuel vapors to form a mixture of fuel vapors and air. The apparatus preferably includes a vapor reserve chamber between the fuel tank and the engine or burner to hold a quantity of fuel vapors.
In a preferred embodiment, the invention provides an apparatus for delivering fuel vapors to an internal combustion engine for powering the engine. The apparatus has a fuel tank for holding liquid fuel, such as gasoline, and has space to hold fuel vapors given off by the fuel.
The fuel tank has a port whereby the fuel vapors can exit the tank. A conduit leads from this port to the intake manifold for conducting the vapors to the engine. The apparatus includes means for adding air to the fuel vapors to form the mixture of fuel vapors and air that is ignited in the combustion chambers of the engine. The apparatus may include means for increasing the pressure of the fuel vapors in the fuel tank. The apparatus can include a vapor reserve chamber between the fuel vapor conduit and the intake manifold for holding a quantity of fuel vapors. The apparatus can also include a valve in the air intake tube for preventing the fuel vapors from escaping when the engine is not operating.
Brief Description of the Drawing's Fig. 1 is a schematic illustration of a first embodiment of the invention;
Fig. 2 is a schematic illustration of a second embodiment of the invention; and Figs. 3A and 38 are schematic illustrations of embodiments of the invention which include the vapor reserve chamber.
Detailed Description of the Preferred Embodiments The preferred embodiment of the invention described and illustrated herein is the apparatus adapted to deliver fuel vapor to an internal combustion gasoline S engine.
Referring to Fig. 1, fuel tank 10 containing gasoline 12 has a headspace 14 to hold gasoline vapors which evaporate from the surface of the gasoline. An air pump 16 communicates by a conduit 18 with the fuel tank.
The conduit 18 enters the fuel tank near its bottom so that air pumped into the fuel tank is bubbled into the tank through the gasoline. The air pump functions to add air to the fuel vapors in the tank and to increase the pressure in the headspace 14 in order to transport the fuel vapors in the headspace to the engine, as described below. For operation of the engine, the pressure in the headspace 14 is preferably in the range of 5-40 psi.
A port 20 is provided in the headspace area of the tank 10, preferably in the top wall thereof, and a conduit 22 leading to the engine 30 is affixed thereto.
The fuel tank 10 also has an inlet port (not shown) for permitting the addition of gasoline to the tank.
Venting means are provided in conjunction with the inlet port for venting pressure in the headspace to the atmos-phere during refuelling, or to a separate vapor tank to avoid release of the vapor into the atmosphere. Except during refuelling, the fuel tank is preferably not vented to the atmosphere.
The internal combustion engine 30 is conventional in design apart from the absence of a carburetor. The engine 30 has an intake manifold 32 which leads to the combustion chambers (not shown) of the engine. A port 34 in the upper wall of the engine communicates with the intake manifold 32. The conduit 22 is affixed to the port 34 by a suitable fitting, permitting the flow of mixed air and gasoline vapors from fuel tank 10, through the conduit 22, port 34 and into the intake manifold 32. The diameter of the opening of conduit 22 into port 34 is preferably about 1 mm, though this diameter can be larger or smaller according to the type and size of the engine in which the invention is used.
A metering valve 78 is provided in the conduit 22 which can be opened or closed to regulate the volume of gasoline vapors per unit of time flowing into the engine.
Opening the metering valve 78 permits more vapors to flow into the engine, thus accelerating the engine. Restricting the flow of vapors by means of the valve decelerates the engine. Metering valve 78 can be closed to stop all flow in the conduit 22, thus stopping the engine.
In the embodiment of Fig. 1, conduit 18 leads to the bottom part of the fuel tank 10 so air pumped into the fuel tank by air pump 16 is bubbled through the gasoline.
This increases the formation of fuel vapors. Alternative-ly, conduit 18 can lead directly into the headspace of the fuel tank so air is not bubbled through the gasoline.
To operate the embodiment shown in Fig. 1, valve 78 is opened and the tank 10 is pressurized by means of air pump 16, causing gasoline vapors to flow through conduit 22 and into the intake manifold. To start the engine, the engine is cranked in the conventional manner, causing gasoline vapor and air in the intake manifold to flow into the combustion chambers and ignite and power the engine.
Fig. 2 illustrates a second embodiment of the invention in which air to mix with the fuel vapors is introduced directly into the intake manifold of the engine t rather than into the fuel tank. In Fig. 2, numbered components correspond to like-numbered components of the embodiment of Fig. 1. Conduit 22 leads from the headspace 14 of fuel tank 10 to the intake manifold 32 of the engine 30. An air inlet port 36 is provided in the intake mani-fold 32 and air inlet tube 38, having open upper end 40, is affixed thereto. Air flows from the atmosphere into the intake manifold through the air inlet tube 38 and mixes in the intake manifold with fuel vapors received through conduit 32. The air is drawn into the manifold through inlet tube 38 by the suction created by the intake stroke of the pistons. A flutter valve (not shown), which may be controlled by an operator, is provided in the upper end of tube 38. The valve opens to permit air to flow into tube 38 from the atmosphere, and closes tube 38 to prevent gasoline vapors from escaping out of tube 38 when the engine is shut off. An air filter (not shown) may also be provided on top of tube 3~ for filtering incoming air.
In the embodiment of Fig. 2 a pressurizes, for example an air pump which pumps air into the fuel tank 10, can be provided if desired to increase the pressure in the headspace of the fuel tank in order to increase the flow of fuel vapors through conduit 22 to the engine.
To operate the embodiment shown in Fig. 2, metering valve 78 is opened and the engine is cranked in the conventional manner. Fuel vapors flow to the intake manifold through conduit 22 and air is drawn into the intake manifold through air intake tube 40. The gasoline vapors and air in the intake manifold flow into the combus-tion chambers and ignite and power the engine.
Referring next to Figs. 3A and 3B, in which numbered components correspond to like-numbered components shown in Figs. 1 and 2, there is shown the optional fuel vapor reserve chamber 60 affixed to the outside of the outer wall of the intake manifold. Chamber 60 serves as a storage chamber to hold a quantity of vaporized fuel and air for immediate use when the engine is started or accel-erated. Port 34' is provided in the upper surface of chamber 60, and conduit 22 is connected thereto. Chamber 60 opens into intake manifold 32 through port 62 in the outer wall of the intake manifold.
Fig. 3A illustrates the vapor reserve chamber in the embodiment of Fig. 1, in which there is no separate air inlet port in the engine. Here, the mixture of air and fuel vapor flowing through conduit 22 is stored in chamber 60. Fig. 3B shows the fuel vapor reserve chamber 60 with a separate air inlet port 36' and air inlet tube 38. Air is drawn into the vapor reserve chamber from the atmosphere through tube 38 by the intake stroke of the pistons, and mixed with fuel vapors from conduit 22. The mixture is drawn into the intake manifold through port 62. As in the embodiment of Fig. 2, a flutter valve (not shown), which may be controlled by an operator, is provided at the upper end of tube 40 to prevent the escape of gasoline vapors, and an air filter (not shown) may be provided to filter air entering the engine through tube 40.
Optionally, each of the embodiments can include means far heating the fuel in the fuel tank, or for heating the fuel vapors before they enter the engine. The appar-atus can also include an agitator in the fuel tank for mixing the fuel and air or fuel vapor in order to increase the production of fuel vapor. The vapor reserve chamber may be heated to prevent condensation of fuel vapors therein.
As will be apparent to those skilled in the art in the light of the foregoing disclosure, many alterations and modifications are possible in the practice of this invention without departing from the spirit or scope thereof. The apparatus can be used for any engine or burner that uses fuel which can be vaporized in the fuel tank and the vapors transported by a conduit to the engine or burner. A single fuel tank or multiple fuel tanks can be employed. A single or multiple vapor reserve chambers can also be employed and can be positioned at various points between the fuel tank and the engine or burner along the fuel vapor conduit. Multiple vapor lines can be provided between the fuel tank and the vapor reserve chamber and between the vapor reserve chamber and the engine or burner. A pump to assist the flow of fuel vapor through the conduit by means of suction can be provided.
The fuel tank may have a conical upper portion, with a vapor outlet port at the top thereof. The fuel tank can either be provided with a headspace for accumulation of fuel vapor or the vapor can be transported directly to the engine or burner, or can be removed from the fuel tank and accumulated in a vapor reserve chamber. Engines in accord-ance with the invention can have a single intake manifold or can have multiple intake manifolds, each of which is provided with a fuel vapor conduit. The fuel used in engines and burners employing the invention can include gasoline, diesel oil, airplane fuel, fuel oil and any other liquid fuel conventionally used in the type of engine or burner in which the invention is employed. The apparatus can be used in engines for land vehicles, such as cars, trucks, trains and buses, in water vessels of any kind and in flying craft, such as aircraft and hot air balloons, as well as in stationary or moveable engines or equipment. It can also be used in burners, such as burners for furnaces and water boilers. The scope of the invention is to be construed in accordance with the substance defined by the following claims.
Referring to Fig. 1, fuel tank 10 containing gasoline 12 has a headspace 14 to hold gasoline vapors which evaporate from the surface of the gasoline. An air pump 16 communicates by a conduit 18 with the fuel tank.
The conduit 18 enters the fuel tank near its bottom so that air pumped into the fuel tank is bubbled into the tank through the gasoline. The air pump functions to add air to the fuel vapors in the tank and to increase the pressure in the headspace 14 in order to transport the fuel vapors in the headspace to the engine, as described below. For operation of the engine, the pressure in the headspace 14 is preferably in the range of 5-40 psi.
A port 20 is provided in the headspace area of the tank 10, preferably in the top wall thereof, and a conduit 22 leading to the engine 30 is affixed thereto.
The fuel tank 10 also has an inlet port (not shown) for permitting the addition of gasoline to the tank.
Venting means are provided in conjunction with the inlet port for venting pressure in the headspace to the atmos-phere during refuelling, or to a separate vapor tank to avoid release of the vapor into the atmosphere. Except during refuelling, the fuel tank is preferably not vented to the atmosphere.
The internal combustion engine 30 is conventional in design apart from the absence of a carburetor. The engine 30 has an intake manifold 32 which leads to the combustion chambers (not shown) of the engine. A port 34 in the upper wall of the engine communicates with the intake manifold 32. The conduit 22 is affixed to the port 34 by a suitable fitting, permitting the flow of mixed air and gasoline vapors from fuel tank 10, through the conduit 22, port 34 and into the intake manifold 32. The diameter of the opening of conduit 22 into port 34 is preferably about 1 mm, though this diameter can be larger or smaller according to the type and size of the engine in which the invention is used.
A metering valve 78 is provided in the conduit 22 which can be opened or closed to regulate the volume of gasoline vapors per unit of time flowing into the engine.
Opening the metering valve 78 permits more vapors to flow into the engine, thus accelerating the engine. Restricting the flow of vapors by means of the valve decelerates the engine. Metering valve 78 can be closed to stop all flow in the conduit 22, thus stopping the engine.
In the embodiment of Fig. 1, conduit 18 leads to the bottom part of the fuel tank 10 so air pumped into the fuel tank by air pump 16 is bubbled through the gasoline.
This increases the formation of fuel vapors. Alternative-ly, conduit 18 can lead directly into the headspace of the fuel tank so air is not bubbled through the gasoline.
To operate the embodiment shown in Fig. 1, valve 78 is opened and the tank 10 is pressurized by means of air pump 16, causing gasoline vapors to flow through conduit 22 and into the intake manifold. To start the engine, the engine is cranked in the conventional manner, causing gasoline vapor and air in the intake manifold to flow into the combustion chambers and ignite and power the engine.
Fig. 2 illustrates a second embodiment of the invention in which air to mix with the fuel vapors is introduced directly into the intake manifold of the engine t rather than into the fuel tank. In Fig. 2, numbered components correspond to like-numbered components of the embodiment of Fig. 1. Conduit 22 leads from the headspace 14 of fuel tank 10 to the intake manifold 32 of the engine 30. An air inlet port 36 is provided in the intake mani-fold 32 and air inlet tube 38, having open upper end 40, is affixed thereto. Air flows from the atmosphere into the intake manifold through the air inlet tube 38 and mixes in the intake manifold with fuel vapors received through conduit 32. The air is drawn into the manifold through inlet tube 38 by the suction created by the intake stroke of the pistons. A flutter valve (not shown), which may be controlled by an operator, is provided in the upper end of tube 38. The valve opens to permit air to flow into tube 38 from the atmosphere, and closes tube 38 to prevent gasoline vapors from escaping out of tube 38 when the engine is shut off. An air filter (not shown) may also be provided on top of tube 3~ for filtering incoming air.
In the embodiment of Fig. 2 a pressurizes, for example an air pump which pumps air into the fuel tank 10, can be provided if desired to increase the pressure in the headspace of the fuel tank in order to increase the flow of fuel vapors through conduit 22 to the engine.
To operate the embodiment shown in Fig. 2, metering valve 78 is opened and the engine is cranked in the conventional manner. Fuel vapors flow to the intake manifold through conduit 22 and air is drawn into the intake manifold through air intake tube 40. The gasoline vapors and air in the intake manifold flow into the combus-tion chambers and ignite and power the engine.
Referring next to Figs. 3A and 3B, in which numbered components correspond to like-numbered components shown in Figs. 1 and 2, there is shown the optional fuel vapor reserve chamber 60 affixed to the outside of the outer wall of the intake manifold. Chamber 60 serves as a storage chamber to hold a quantity of vaporized fuel and air for immediate use when the engine is started or accel-erated. Port 34' is provided in the upper surface of chamber 60, and conduit 22 is connected thereto. Chamber 60 opens into intake manifold 32 through port 62 in the outer wall of the intake manifold.
Fig. 3A illustrates the vapor reserve chamber in the embodiment of Fig. 1, in which there is no separate air inlet port in the engine. Here, the mixture of air and fuel vapor flowing through conduit 22 is stored in chamber 60. Fig. 3B shows the fuel vapor reserve chamber 60 with a separate air inlet port 36' and air inlet tube 38. Air is drawn into the vapor reserve chamber from the atmosphere through tube 38 by the intake stroke of the pistons, and mixed with fuel vapors from conduit 22. The mixture is drawn into the intake manifold through port 62. As in the embodiment of Fig. 2, a flutter valve (not shown), which may be controlled by an operator, is provided at the upper end of tube 40 to prevent the escape of gasoline vapors, and an air filter (not shown) may be provided to filter air entering the engine through tube 40.
Optionally, each of the embodiments can include means far heating the fuel in the fuel tank, or for heating the fuel vapors before they enter the engine. The appar-atus can also include an agitator in the fuel tank for mixing the fuel and air or fuel vapor in order to increase the production of fuel vapor. The vapor reserve chamber may be heated to prevent condensation of fuel vapors therein.
As will be apparent to those skilled in the art in the light of the foregoing disclosure, many alterations and modifications are possible in the practice of this invention without departing from the spirit or scope thereof. The apparatus can be used for any engine or burner that uses fuel which can be vaporized in the fuel tank and the vapors transported by a conduit to the engine or burner. A single fuel tank or multiple fuel tanks can be employed. A single or multiple vapor reserve chambers can also be employed and can be positioned at various points between the fuel tank and the engine or burner along the fuel vapor conduit. Multiple vapor lines can be provided between the fuel tank and the vapor reserve chamber and between the vapor reserve chamber and the engine or burner. A pump to assist the flow of fuel vapor through the conduit by means of suction can be provided.
The fuel tank may have a conical upper portion, with a vapor outlet port at the top thereof. The fuel tank can either be provided with a headspace for accumulation of fuel vapor or the vapor can be transported directly to the engine or burner, or can be removed from the fuel tank and accumulated in a vapor reserve chamber. Engines in accord-ance with the invention can have a single intake manifold or can have multiple intake manifolds, each of which is provided with a fuel vapor conduit. The fuel used in engines and burners employing the invention can include gasoline, diesel oil, airplane fuel, fuel oil and any other liquid fuel conventionally used in the type of engine or burner in which the invention is employed. The apparatus can be used in engines for land vehicles, such as cars, trucks, trains and buses, in water vessels of any kind and in flying craft, such as aircraft and hot air balloons, as well as in stationary or moveable engines or equipment. It can also be used in burners, such as burners for furnaces and water boilers. The scope of the invention is to be construed in accordance with the substance defined by the following claims.
Claims (18)
1. An apparatus for delivering fuel vapors to an engine or burner for combustion therein, comprising:
(a) a fuel tank for holding liquid fuel of a type that evaporates to produce a combustible vapor;
and (b) a conduit from said fuel tank for conducting said fuel vapors given off by said liquid fuel to said engine or burner in which said fuel vapor is combusted.
(a) a fuel tank for holding liquid fuel of a type that evaporates to produce a combustible vapor;
and (b) a conduit from said fuel tank for conducting said fuel vapors given off by said liquid fuel to said engine or burner in which said fuel vapor is combusted.
2. An apparatus according to claim 1 in which said fuel tank has a headspace to hold said fuel vapors.
3. An apparatus according to claim 1 further com-prising means for adding air to said fuel vapors to form a mixture of fuel vapors and air for combustion in said engine.
4. An apparatus for delivering fuel vapors to an internal combustion engine for powering said engine, comprising:
(a) a fuel tank for holding liquid fuel and having a headspace to hold fuel vapors given off by said fuel;
(b) a vapor outlet port in said tank whereby said fuel vapors can exit said tank;
(c) a fuel vapor conduit from said vapor outlet port in said tank to said engine for conducting said fuel vapors to said engine, said conduit being in fluid communication with an intake manifold of said engine; and (d) means for adding air to said fuel vapors to form a mixture of fuel vapors and air for combustion in said engine.
(a) a fuel tank for holding liquid fuel and having a headspace to hold fuel vapors given off by said fuel;
(b) a vapor outlet port in said tank whereby said fuel vapors can exit said tank;
(c) a fuel vapor conduit from said vapor outlet port in said tank to said engine for conducting said fuel vapors to said engine, said conduit being in fluid communication with an intake manifold of said engine; and (d) means for adding air to said fuel vapors to form a mixture of fuel vapors and air for combustion in said engine.
5. An apparatus according to claim 4 wherein said means for adding air comprises an air inlet port in said engine in fluid communication with said intake manifold.
6. An apparatus according to claim 4 wherein said air is added to said fuel vapors in said fuel tank.
7. An apparatus according to claim 4 wherein said means for adding air is an air source in fluid communica-tion with said fuel tank for introducing air into said fuel tank.
8. An apparatus according to claim 4 further com-prising a chamber between said fuel vapor conduit and said intake manifold for holding a quantity of said fuel vapors.
9. An apparatus according to claim 5 further com-prising a valve operatively associated with said air inlet port to prevent said fuel vapors from escaping to the atmosphere through said air inlet port when said engine is not operating.
10. An apparatus according to claim 4 further com-prising means for increasing said flow of fuel vapors into said intake manifold.
11. An apparatus according to claim 10 wherein said means for increasing said flow increases a pressure differ-ential between said fuel tank and said intake manifold.
12. An apparatus according to claim 10 wherein said means for increasing said flow is an air pump for pumping air into said fuel tank.
13. An apparatus according to claim 12 wherein said air pump increases said pressure to a pressure in the range of 5-40 psi.
14. An apparatus according to claim 4 further com-prising means for heating said fuel vapors prior to their entering said intake manifold.
15. An apparatus according to claim 4 further com-prising means for increasing the production of said fuel vapors by said liquid fuel in said fuel tank.
16. An apparatus according to claim 15 wherein said means for increasing said production comprises an aerator for bubbling air through said liquid fuel.
17. An internal combustion engine which is powered by fuel vapors produced by evaporation of fuel in a fuel tank, comprising:
(a) an internal combustion engine having an intake manifold for conveying said fuel vapors to com-bustion chambers in said engine;
(b) a port in said intake manifold for receiving said fuel vapors from a conduit from said fuel tank;
and (c) a port in said intake manifold for receiving air to mix with said fuel vapors in said intake manifold.
(a) an internal combustion engine having an intake manifold for conveying said fuel vapors to com-bustion chambers in said engine;
(b) a port in said intake manifold for receiving said fuel vapors from a conduit from said fuel tank;
and (c) a port in said intake manifold for receiving air to mix with said fuel vapors in said intake manifold.
18. An internal combustion engine which is powered by fuel vapors produced by evaporation of fuel in a fuel tank, comprising:
(a) an internal combustion engine having an intake manifold for conveying said fuel vapors to com-bustion chambers in said engine; and (b) a port in said intake manifold for receiving a mixture of fuel vapor and air from a conduit from said fuel tank.
(a) an internal combustion engine having an intake manifold for conveying said fuel vapors to com-bustion chambers in said engine; and (b) a port in said intake manifold for receiving a mixture of fuel vapor and air from a conduit from said fuel tank.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2327849 CA2327849A1 (en) | 2000-12-07 | 2000-12-07 | Fuel vapour delivery system for engines and burners |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA 2327849 CA2327849A1 (en) | 2000-12-07 | 2000-12-07 | Fuel vapour delivery system for engines and burners |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA2327849A1 true CA2327849A1 (en) | 2002-06-07 |
Family
ID=4167854
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA 2327849 Abandoned CA2327849A1 (en) | 2000-12-07 | 2000-12-07 | Fuel vapour delivery system for engines and burners |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA2327849A1 (en) |
-
2000
- 2000-12-07 CA CA 2327849 patent/CA2327849A1/en not_active Abandoned
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| Date | Code | Title | Description |
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| EEER | Examination request | ||
| FZDE | Dead |