DE2037434A1 - Engine preheater - Google Patents

Description

Engine preheater

The invention relates to a preheater for an engine and can be used in conjunction with liquid-cooled internal combustion engines (diesel or gasoline) installed in motor vehicles are, for example, in road vehicles, earth lifting vehicles working in open terrain or other devices. By such a Preheater, the engine coolant is to be preheated so that a normal engine start is possible in cold weather. By j such a preheater comes the conventional engine heating

times in failure, during which the engine power is relatively low, and as a result, such a preheater counteracts air pollution and reduces fuel costs. In addition, the heater is burning itself clean and extremely ER · demonstrates no significant coal or other types of residues.

According to the invention, a preheater of the type described in U.S. Patents 3,072,176 and 3,234,928 is to be improved

which is hereby referred to.

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Although the preheater according to the invention can be operated with different types of fuel (e.g. gasoline), there is a

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significant advantage of the preheater according to the invention is that he Vaporize diesel fuel of any grade and burn vaporized diesel fuel, which is considerable (for example 20 #) of oil, which for the sake of a '' Lubrication of the engine cylinder walls normally in commercially available Diesel fuel is available. It turned out that.3! it if such diesel fuels in more satisfactory Way to be burned, it is necessary to evaporate the liquid fuel and the oil components to separate and to remove. These oil components, sometimes referred to as "sump" are heavier than the rest of the fuel and neither burn nor vaporize. Hence the oil • Separated and removed to prevent oil build-up in the preheater prevent sufficient to interrupt the combustion.

In order to vaporize the liquid fuel even more completely, the burner of the invention is designed such that the heat of combustion is concentrated in the fuel combustion zone and that turbulence is generated in the combustion zone by the use of temperature differences and shock waves and a high level of molecular activity. As a result, an explosion-like activation occurs 4-n in the combustion zone, which is expressed in a high-energy molecular movement, which leads to the evaporation and complete combustion of all substances except for the destination "sump" residues, which are residues on the Collect the bottom of the combustion chamber and ';

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from there during the operation of the preheater according to the invention constantly withdrawn.

The erfindun _t; sgemäße Verwärmer is connected to the Motcr coolant system in an advantageous manner such that an automatic Umibul 'of the coolant is provided by the engine cooling system. The preheater contains a vertically running coolant heating jacket, the coolant outlet located at the top end of the heating jacket being slightly lower than the coolant inlet of the engine cooling system and a coolant inlet being provided at the lower end of the heating jacket. Further, the coolant in the kuhi-i is: .ituel heating mantle retained so da3 an extremely high heat up VAXiU _1: the cooling medium is achieved by da3 the circulation of the coolant is decelerated by the coolant heating mantle. The warmer according to the invention is preferably designed as a transportable, connected unit which can be arranged in the immediate vicinity of the motor or at a certain distance from it.

The size, shape and location of the burner housing and the combustion chamber containing facility are of great importance. The burner contains an elongated vortex chamber that is roughly pear-shaped Has shape, with the combustion air under pressure in the

will

Vortex chamber introduced / and in this a special streamlined pattern receives. For this purpose, a new and advantageous air supply device created.

The burner housing contains a fuel bowl of relatively small size, in the one in relation to the known ones

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Facilities relatively small amount of fuel upright *. will hold. For example, about 20 ecm of fuel are kept in the fuel tray in the device according to the invention, while in the known devices fuel trays are used, the fit of about 60 ecm or more fuel lies. In addition, the fuel supply device is according to the invention and the flame-locking device is arranged such that the fuel bowl is filled both during and after the burning period remain. For this purpose, the burn closure is carried out in a new and advanced way.

In the engine preheater according to the invention are at one end a pear-shaped swirl chamber two concentric screens are arranged, which form a combustion chamber in which the diesel fuel vapors are mixed with a forced air flow guided through the vortex chamber by a fan, with the oil residues from the combustion chamber along one to the other end of the vortex

Chamber running flow path led to a take-off device will.

Further advantages and features of the invention emerge from the claims and the following, exemplary description in FIG Connection with the drawings. It shows:

Pig. 1 is a schematic side view of an embodiment, Game of invention,.

Pig. FIG. 2 is a side view of part of the FIG. I shown

Establishment, J

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Pig. Figure 3 is another side view of part of the figure shown in Pig. I. facility shown,

j FIG. 4 is a partially sectioned, enlarged illustration

a part of the device shown in Fig. 1,

5 shows a perspective illustration of a section of a Part of the device according to the invention along the line 5-5 of the Pig. 2, and

Fig. 6 is a plan view of the in Pig. 4 of the device according to the invention shown along the line 6-6.

j According to Fig. 1, the preheater contains an electrical unit 10, an air supply device 11, a burner 12, a chimney heat.

! exchanger 13, a coolant heating jacket 14, a fuel

j location 15 and a timer device 16, all on a suitable Carrying device l8 are arranged. In the preferred embodiment, the preheater is a unit in a metal

! box, which is 34 cm high, 25 cm wide and 19 cm deep, with connections to the outside for inlet and outlet hoses, a 1 Battery connection and fuel pump lines are provided Fuel system 15 contains a fuel pump 20, a float tank 22 and a shut-off valve 24. The air supply device contains a radial blade fan 26 (FIG. 3), a throttled one Air inlet 28, an air inlet control valve 30, a solenoid 32 for actuating the air inlet control valve, and an air supply line 30. The burner (Fig. 4) contains a burner housing 36,

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to which a chimney I3 is attached. The coolant heating jacket 14 encloses the chimney I3, which is connected to a suitable exhaust pipe communicates.

According to FIGS. 4 to 6, there is a swirl chamber 42 in the burner housing 36 is provided, which has a box-shaped bottom part 43, for example may be an aluminum cast and includes a cover plate 44. The burner housing is elongated in shape and on one At the end of the housing, a downwardly hanging fuel bowl 46 is provided on the housing base. The one maintained in the fuel bowl Fuel level is represented by line 47. In the cover plate 44 is directly above the fuel bowl 46 a combustion chamber outlet port 48 is arranged. At the bottom of the end of the burner housing opposite the fuel bowl a vent 50 for the fuel residues is provided in the form of a detachable threaded plug which has a flow channel which runs from the bottom of the burner housing to the bottom of the plug. At the opposite end of the fuel tray An air supply device 52 extends through the burner housing Cover plate in the burner housing.

The fuel shell 46 is essentially cylindrical in cross section (FIG. 6) and at a considerable distance from the

j adjacent side wall 54 of the burner housing arranged, wherein

'This side wall is partially cylindrical and concentric runs to the middle 56 of the fuel bowl. The side wall 57 of the the other end of the housing is also partially cylindrical,

however, has a smaller diameter than the side wall 54 and j

i is connected to this via side walls 58, 60, which are

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lafiende of the housing to the one provided with the fuel tray. Divergent towards the end of the housing.

A combustion chamber 62 is formed by an outer burner shield 66 which is fixedly arranged in the outlet opening 48 of the cover plate 44 and extends from this cover plate 44 into the burner housing up to the top of the fuel shell. The outer burning shield is made of sheet metal or the like and runs through the cover plate 44 in a sealed manner at the top. The outer diameter of the burning shield 66 is slightly smaller than the diameter of the upper section of the brazier and the lower end of the burning pot Chirmes 66 is arranged slightly (for example 1.5 mm) below and within the bottom of the burner housing, so that: B a flow gap 67 is formed between them for the residues. The screen 66 is cylindrical and, apart from the 1.5 mm gap, forms an extension of the side wall 66 of the fuel tray 46 and delimits the combustion chamber 62 located above it with a variety in; substantially circular air inlet holes 74, which are uniformly distributed in horizontal and vertical rows, perforated. The upper row of holes is, however, a considerable distance from the top surface 72 so that the screen is imperforate for a length 76 (Fig. 5), thereby creating a baffle for the incoming air and the only fluid outlet path from the combustion chamber for the outflowing gases and other combustion products is limited. The lower row of holes is also above the j -8-

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Bottom surface 70 of the vortex chamber, creating a deflection surface for the supplied air is formed. In the preferred embodiment bed game are a total of 96 air inlet openings of about 3.2 mm in diameter provided, which have a center-to-center distance of about 6.4 mm. It is believed that each feed port within the Umbrella acts as a Venturi nozzle and creates a shock wave-explosion-like effect, since relatively cold, deflected, swirled Supply air on the outside of the screen 66 flows into the relatively hot combustion chamber 62 on the inside of the screen 66. As a result, the temperature on the outside of the outer burning screen is considerably lower than the temperature on it the inside of the burning screen.

Concentric within the outer burning shield 66 is a substantially Cylindrical inner burning screen 80 made of stainless Wire mesh is arranged, which is supported on a seat 83, for example by a support ring 82. The lower edge 84 of the inner screen lies well below the lower edge 85 of the outer screen (Fig. 5) and below the fuel level 47 so that they are in the fuel) dipped into the fabric. The upper edge 86 of the inner screen is slightly below the middle between the bottom surface 70 of the housing and of the top surface 72 of the top plate, so that it is arranged in the combustion flame and the heat of combustion in bundled Form the upper, middle areas of the fuel in the fuel bowl feeds.

A fuel bowl inlet 87 (FIG. 4) is via line 88 connected to the shut-off valve 24 and from there via a line

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j device 90 with the float tank 22 and from there via a line

> ^! 92 connected to the fuel pump 20, which is connected to a suitable! Fuel supply line is in communication (see. Fig. 1). The preheater operates independently of the associated engine, used JE ¹ but the same fuel as the engine, he directly from the fuel tank ¹ to the main pump of the engine via a separate fuel ί and receives fuel line. The fuel tray 46 is normally always filled with fuel up to approximately the fuel level 47. When the preheater is switched off, as described in detail below, the shut-off valve is also

■ til 30 closed so that the fire is dampened and a be-1 correct amount of fuel remains in the fuel tray 46.

; To start the preheater, an electric fuel

1 heater 94 arranged in the fuel tray 46, which provides the there before-I existing fuel is heated and evaporated until sufficient

Heat generation for independent combustion is obtained. i On the burner housing 36 there is a fuel ignition device 96 ! solidified by a slot 98 at the lower end of the outer screen 66 runs as shown in FIG.

The combustion air supply device is provided with a current control which forms a special flow pattern in the burner housing. The flow control includes a vertical inlet line 28, the inlet 97 of which is opened and closed by a valve 30 'actuatable by the solenoid 32. In the open position, the size _{1 of} the air inlet opening, which is delimited by the gap between the valve 30 and the upper end of the line 28, is set in such a way.

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represents that the combustion process takes place in the combustion chamber proceeds the way you want. The preheater is switched off by closing the inlet opening and the supply of combustion air is shut off, thereby extinguishing the fire and leaving the desired amount of fuel in the fuel pan 46, in contrast to the known facilities where the flame can still burn out.

The inlet line 28 is connected to an inlet chamber IGO in Vernin- ^ dung, which is attached to the side of the fan housing 102. The fan wheel 26, which is designed as a radial impeller with cage winding is, sucks the air in the center and in the axial direction from the chamber and gives it in the radial and circumferential directions via one The curved outlet elbow 104 extends into the supply line 34. A Electric motor 106 is drivingly connected to the fan. : The line 34 is in the side view (Fig. 1) essentially U-shaped and contains an upwardly extending channel leg 108, a transverse section 110 and a downwardly extending Channel legs 112. To prevent a vapor barrier, a device in the form of an air line 113 is provided, which the Air duct 112 connects to the float tank 22. The air supply ducts and openings and the fan are arranged such that at the outlet opening 114 (FIG. 4) of the shaft 52 a consistent, smooth, relatively non-turbulent airflow adjusts.

The curvature and position of the feed chute are chosen so that a rotating, annular feed air flow is created

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directed essentially at the end wall 54 of the vortex chamber is,. Since the supply air adheres to the inner surface of the supply duct, the end face lld of the feed chute is positioned in such a way that the upper section of the air ring corresponds to the one above the upper section of the screen 66 and the lower section of the air ring to the lower, below the section of the screen b6 located in the lower row, will. Due to this arrangement, the supply air is prevented from being? escapes directly from the vortex chamber, and a desired one Wirueibildun,: generated.

The air supply duct ^ 2 (Fig. 2) directs the air in a special way Flow through the vortex chamber 42 and is in the vortex chamber arranged in a special way, as will now be described. According to Fig. 6, the outlet opening 114 is centrally between the adjacent side walls 3.}, 60 of the housing and directed at the fuel bowl 46 and the screens 66, 80. The lower, rear surface II6 (Fig. 4) of the feed chute runs under a relatively large radius of curvature and forms a relatively long, gently curved deflection surface. the Front face 11.8 of the feed chute is upwards and vcn the Firing screens turned at an angle. Preferably, the air supply duct is attached to the ceiling of the vortex chamber and is Durdi a (not shown) grub screw held that an adjustment the location of the outlet opening allowed. The shaft consists of a substantially cylindrical copper pipe and has an outer diameter of 3.8 cm at its upper end and at its lower end has an inner diameter of 3.2 cm. On the ceiling of the

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Vortex chamber, the rear end of the shaft is 1 cm away from the adjacent housing wall, so that the air can flow past it. The upper end of the outlet port 114 is 4.4 cm from the outer screen 66 and the lower end is 4.1 cm from the outer screen; and 1.6 mm from the case back. It is believed that when the preheater is activated and the fan is blowing air through the supply duct 52, the air in the vortex chamber 42 will have a flow pattern having a central flow path of the supply air ring shown by arrows 125, 126 , which extends from the air supply opening 114 to the outer burner screen 66, whereby the lower and upper portions of the air ring are deflected around the burner screen, as shown by reference numerals 128 and 129, and are directed against the wall 54 of the vortex chamber (at 130) , this wall 54 causing the air to be deflected by 180 ° (see 138, 159). As shown by arrows 134, 135, 136 and 137, the deflected air is now driven backwards along the side walls of the vortex chamber and onto the closer wall 57 of the vortex chamber, where the air bsi 138-1139 is again deflected by 180 ° . As a result, a swirling air mass arises which rotates and circulates in many directions, ie turbulence, with part of the air being pressed through the inlet openings 74 in the outer burner shield 66 and thereby supplying the combustion chamber 62 with combustion air. The turbulence prevents the supply air from escaping too quickly, so that; a sufficiently large amount of air is kept that provides two atoms of oxygen for each free atom of carbon, so that j carbon dioxide (CO ₂ ) results. The air turbulence also compensates for fluctuations in the speed of the electric motor, which occur with a weak ^

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Battery can occur. Furthermore, the Wiraelkammer appears on the floor a stream of air, which first away from the fuel tray in the direction of the further located wall 54 and then longitudinally of the side walls of the vortex chamber in the direction of arrows 134, 135 flows to the closer wall 57 (Pig. 6).

During normal operation of the preheater, the combustion chamber 62 is incandescent, with the heat of combustion being concentrated centrally in and around and above the inner screen 80, which is usually cherry red in color and serves as a heat transfer device that maintains a high temperature in the liquid fuel shell and leads to the formation of vapor and liquid droplets which rise from the surface of the fuel. There is a considerable difference in temperature and pressure between the inner and outer surfaces of the outer burning screen 66 , which means that the vortex air enters the combustion chamber at high speed and acts like a shock wave on the rising liquid and vapor particles, so that the plus particles broken up and the fuel is completely evaporated in the combustion chamber. The swirl chamber distributes the relatively cold supply air around the outer screen and the temperature difference between the combustion chamber and the inflowing air leads to a violent movement of the fuel particles and vapors and stirs the remaining fuel in the fuel tray. As a result, a part of the fuel located in the fuel tray receives such a high speed that it breaks through the surface film of the liquid fuel, substance and in the gaseous state from the liquid

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escapes. Some of the fuel comes in the form of small liquid particles expelled from the fuel surface, these fuel particles being destroyed as they rise into the combustion chamber

steam. The products of combustion are through the exhaust port 48 at the upper end of the outer burner screen inserted into the chimney 13, the swirl chamber 42 and the combustion chamber 62 are otherwise sealed so that they prevent any undesired escape prevent fluid along other fluid paths.

With a preheater of this type, it has been found that the "sump" oil does not vaporize and floats on the surface of the fuel and eventually suffocates the flame if it is not removed. The "sump ¹⁸ " part of the fuel cannot evaporate or burn because the evaporation temperature required for this is higher than the temperature reached in the preheater. When the fuel is evaporated, the "sump" parts are carried along to the surface of the fuel tray by influences of speed. One of the main advantages of the invention lies in the possibility that the residues can be removed, which is caused by the

Zugseinrichtung 50 extending flow path is achieved, wherein the "sump" parts via the extraction device 50 from the burner housing be discharged. As a result of the effects of speed in the fuel tray, the residues are over the gap 67 pressed into the pear-shaped vortex chamber and against the adjacent wall 54, from where the vortex air along the side walls 58, 80 to the rear wall 57 drives. Unexpected catfish has turned out that the trigger mechanism works most effectively, if

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away from the fuel bowl by a certain distance and not, as would actually be expected, in the immediate vicinity of the fuel tray. In the embodiment shown, the is from the fuel pan to the outlet opening 50 leading fluid path through gap 67 on ours End of the outer burner and through the bottom surface 70 of the Burner housing formed along which the "Sumpft residues through the air in the vortex chamber is conveyed on a flow path be that of the fuel tray to the wall 54 and then runs along the side walls 56, 60 to the end wall 57 » where the residue accumulates around the outlet port 50 u \ d can be removed by suction through the outlet opening. Air flowing in the opposite direction holds the residues over the outlet opening through which they flow out of the vortex chamber.

The hot combustion gases stronger «up and over the chimney and around vertically adjustable heat exchanger plates I50 to an exhaust pipe 41. A screw adjustment I51 allows required adjustment of the lower end of the heat exchanger plates relative to the flame, which extends from the screen 66 upwards. Coolant in the heating jacket 14 is heated by this and is looking for the coolant inlet I52 at the bottom of the heating jacket to the coolant outlet 154 at the top of the heating jacket Thermostat 155 is used to determine the temperature of the coolant and to control the preheater. The coolant outlet 154 of the heating

; mantels is via a throttle point 157 and through a pipe 156 connected to the engine cooling system I58. At the coolant inlet I Let a similar throttle point 159 is provided, which the cooling

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, controls medium flow through the heating jacket. The throttling points 157, "&. 159 lead to a delay in the coolant flow passing through the heating jacket, which means that both a higher coolant temperature and a higher heating jacket temperature are maintained Heat circulation is ensured (in the embodiment shown, the difference in height is 1.2 cm). The engine cooling system is via a line Ιοί in direct, open fluid connection with the inlet 152 of the coolant heating jacket, without valves or the like in between, with the exception of the throttle point are arranged so that the coolant heating jacket forms an integral part of the engine cooling system and causes heated coolant to be circulated through the engine cooling system immediately after the preheater has been started up.

In the preferred embodiment, the inside diameters are: of inlet 152 and outlet 154 of the same size (I3 mm), however the throttle point 157 at the outlet has a larger diameter (11 mm) than the throttle point 159 at the inlet (10 mm). The difference in restrictor size helps make both a To prevent backflow as well as to delay the flow and the Increase pressure.

Operating mode:. '

The preheater according to the invention is particularly in connection with. ¹ engines that can be used in standard road vehicles, aside

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earth-lifting equipment and stationary equipment are built into the street and use a pure antifreeze as a coolant instead of water. Although there is ice formation as a result of condensates inside the heat exchanger and the burner housing. can occur when the ambient ^{temperature drops below 1.6 °} C., the ignition device of the preheater according to the invention always ensures ignition within the time permitted for this.

During operation, the preheater according to the invention can be started automatically by the timer 16 or by a manually operated starter switch (not shown), whereby a simultaneous or successive excitation of the fuel valve solenoid 1β2, the fuel pump 20, the brazier heater 94, the ignition device 96, of the air valve solenoid j52 and the fan 26 is effected via a control circuit (not shown) which is contained in the electrical system of the vehicle or its own electrical system. In the presently preferred embodiment, the electrical power for the heater is provided by the vehicle or engine battery. The power is required by the following components: electric motor for the blower, solenoid of the air valve, solenoid of the fuel shut-off valve, fuel pump and excitation coil to excite the spark plug and the heater. The spark plug and the heater operating at minus 17.7 ° C for about 3 minutes and at minus 28.8 ⁰ C for about 5 to 6 minutes. At minus HiI ⁰ C the power consumption is around 2.525 (at 12 volts) and 1.162 (at 24 volts) amps. In any case, the heating device 9 ^ heats the in the;

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Fuel bowl and causes the fuel bowls to climb up into the combustion chamber 62 where they are ignited by the igniter 96. After a few minutes of operation, so much heat has built up that the combustion process runs automatically, wherein the thermostat 155 can be used to switch off the heating device and the ignition device. Continuous evaporation occurs at this point and burning the fuel in the fuel bowl.

A constant fuel level is maintained by the fuel float tank and the combustion air is supplied under Bruclc, as described above. The coolant in the heating mantle is erhitst and set an automatic heat circulation in response • wherein the heated coolant from the outlet of the refrigerant Heiznsantels to the inlet of rises of the vehicle cooling system ^ and '■■ the coolant Troy outlet of the vehicle cooling system to the inlet of ■ Coolant heat jacket flows. During the circulation of the coolant, the coolant is gradually heated until a substantially uniform temperature distribution is achieved in the vehicle cooling system. The preheater is now switched off either automatically or by hand by a thermostatic control device, in which the solenoid of the air valve is de-energized so that the air valve is closed and the hot flame is dampened. The fuel valve is also closed so that a certain Fuel remains and the fuel pump is turned off It should be noted that the exact theory and / or mode of operation of the various sections

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! of the preheater according to the invention is not yet complete have been clarified, and that the explanations given here are merely the illustrate the advantages of the invention and not an exact theory should convey the operating mode.

The preheater according to the invention has an automatic heat circulation system; that the engine coolant through the cooling system uei; M> t roloeks circulates. The preheater contains a fuel tube and a coolant heating jacket of 19 cm. The heating jacket He ₁ -V between an inner tube with an inner diameter of 6cm una tüne;:; Outer tube with an outer diameter of 8.25 cm. The heating jacket between these two pipes has a coolant capacity of about 0.6 liters. The coolant outlet of the preheater only needs to be about 1.3 cm lower than the coolant inlet of the engine block in order to obtain an automatic coolant flow. The preheater can be placed a few 30 cm away from the engine.

The heater outlet temperature rises from -17.7 to ^< 6 ^C C in less than 10 minutes after ignition and this temperature remains constant for the amount of time required to bring the coolant in the Mctorblock cooling system to normal operating temperature . This time depends on the capacity of the engine cooling system (which can be between 15 and 30 liters, for example) as well as the ambient temperature and the wind speed.

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Claims (1)

Patent attorneys. Dr. Ing.H. Negendank Dipl. Ing. H. Hauck Dipl. Phys. W. Schmilz • MUndKNt1S, Mo «arfstr. 23 George Alexander Fletcher M. säe« » 27 Farewell Avenue, July 1970 Oshawa, Ontario, Canada Attorney File M-1279 Claims . ^ Preheater for an engine, characterized by a fuel bowl (46), a combustion chamber (62) arranged above the fuel tray, a combustion chamber (62) and the fuel tray (46) surrounding swirl chamber (42) and one of the combustion chamber (62) and the fuel tray (46) at a distance in the air supply device (52) arranged in the vortex chamber for supplying a forced air flow. 2. Preheater according to claim 1, characterized in that in the swirl chamber (42) a trigger device (50) for removing the Fuel residue is provided » 3. preheater according to claim 2, characterized in that the Ab- j pulling device (50) in theVlrbelkanuner (42) opposite to the fuel tray (46) and the combustion chamber - (62) underneath ■! the air supply device (52) is arranged. 4. Preheater according to one of the preceding claims, characterized in that -21- 009887/1524 indicates that the swirl chamber (42) has an elongated shape and the air supply device (52) at one end and the fuel bowl (46) and the combustion chamber (62) at the other end of the Vortex chamber (42) are arranged. 5. Preheater according to one of the preceding claims, characterized in that the swirl chamber (42) is a closed air chamber is, and that the air supply device is in the air * Chamber (42) opening, closable air inlet channel (28,34) for the supply of combustion air and a valve device (30,52) contains, when actuated, the air inlet duct is closed and a flame-out occurs in which fuel remains in the fuel tray (46). 6. Preheater according to one of the preceding claims, characterized in that that the air supply device (28,34,52) is assigned a fan (26) for blowing air into the combustion chamber (62) and the air supply device has a vertically extending first duct section (108) arranged directly on the fan (26), and a first channel section (108) arranged directly on the swirl chamber (42), perpendicularly extending second channel section (112) and a central connecting section (110) arranged between these, whereby a substantially U-shaped actual flow path is formed. 7. preheater according to claim 6, characterized by a curved Elbow (52) through which the air supply device (34) with the Vortex chamber (42) connected and the combustion chamber (62) with a -22- "" 009887/1524 Air flow has flowed against it, its flow paths essentially ; transversely to the longitudinal axis of the fuel tray (42) and the combustion chamber mer (62) run. j - ι. ι. ■ ■ ■ _ 18. Preheater, in particular according to claim 1, characterized by one with an outlet opening (48) for the combustion products and an inlet opening (114) for the combustion air, im remaining closed burner housing (36)., an outer ,, - perforated, cylindrical screen (66) in the outlet opening he
is arranged and fgehäuse in Bren ^ extends to immediately adjacent the housing bottom (70) _s a connected to a fuel source, angeord- below the perforated screen (66), designated fuel tray (46), Einesi in the fuel bowl (46) arranged ,, inner ^ perforated, cylindrical screen (8O) ₁ , which runs upwards inside the outer screen (66) and below the? Gahäusoberwand (72) ended by a _{combustion chamber (62) bounded by the two screens (66 e} 80) and a fan (26) connected to the inlet opening (114), the cold combustion air on and through the perforated "outer screen (66) and in ; the combustion chamber (62) blows and a zone of high molecular activity = i ! tat generated ,, whereby the fuel in the combustion chamber -completely = j dig evaporates. j 9. preheater according to claim 8, characterized by a swirl chamber (42) for generating one of the fuel shell (46) at the bottom of the burner housing (jj6-) along leading flow of fuel residues and one in the flow path of the fuel residues in the burner housing 06) provided Deduction device ßAÖ (bO), which is arranged at a distance from the fuel tray (46)
and removing fuel residues from the fuel tray (46), 10. ■ Preheater, in particular according to claim 1, for an internal combustion engine with a cooling system, characterized by a burner housing (36), a heat exchanger (15) arranged on the burner housing, a coolant heating jacket (14) surrounding the heat exchanger ), a coolant inlet (152) and outlet (154), the
connect the heating jacket (14) to the engine cooling system (158),
and in the: Kin- and outlet arranged throttling points (157,159) which throttle the flow of coolant through the heating jacket (14) and
thereby increasing the temperature of the coolant in the water heating jacket (14) and the temperature of the preheater. 11. preheater according to claim 10, characterized in that the Outlet (154) below the inlet (I60) of the cooling system (158) arranged and thereby a heat circulation system is created. BADOBIGINAL 009887/1524 ait Empty soap