EP0859907A1 - Moteur a combustion interne avec dispositif d'evaporation du combustible - Google Patents

Moteur a combustion interne avec dispositif d'evaporation du combustible

Info

Publication number
EP0859907A1
EP0859907A1 EP97924919A EP97924919A EP0859907A1 EP 0859907 A1 EP0859907 A1 EP 0859907A1 EP 97924919 A EP97924919 A EP 97924919A EP 97924919 A EP97924919 A EP 97924919A EP 0859907 A1 EP0859907 A1 EP 0859907A1
Authority
EP
European Patent Office
Prior art keywords
fuel
internal combustion
combustion engine
engine according
separator
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.)
Withdrawn
Application number
EP97924919A
Other languages
German (de)
English (en)
Inventor
Winfried Moser
Klaus Joos
Gerhard Benz
Nikolaus Simon
Jörg Lange
Anwar Abidin
Andreas Eichendorf
Christof Vogel
Georg Mallebrein
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Robert Bosch GmbH
Original Assignee
Robert Bosch GmbH
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Robert Bosch GmbH filed Critical Robert Bosch GmbH
Publication of EP0859907A1 publication Critical patent/EP0859907A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/18—Other apparatus for heating fuel to vaporise fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0665—Tanks, e.g. multiple tanks
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0663—Details on the fuel supply system, e.g. tanks, valves, pipes, pumps, rails, injectors or mixers
    • F02D19/0668—Treating or cleaning means; Fuel filters
    • F02D19/0671—Means to generate or modify a fuel, e.g. reformers, electrolytic cells or membranes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/08—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed simultaneously using pluralities of fuels
    • F02D19/081—Adjusting the fuel composition or mixing ratio; Transitioning from one fuel to the other
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D19/00—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D19/06—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed
    • F02D19/0639—Controlling engines characterised by their use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures peculiar to engines working with pluralities of fuels, e.g. alternatively with light and heavy fuel oil, other than engines indifferent to the fuel consumed characterised by the type of fuels
    • F02D19/0649—Liquid fuels having different boiling temperatures, volatilities, densities, viscosities, cetane or octane numbers
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/30—Use of alternative fuels, e.g. biofuels

Definitions

  • the invention relates to an internal combustion engine according to the preamble of claim 1.
  • An internal combustion engine is already known (GB-OS 2 248 087)
  • Has intake pipe which merges into a collective intake pipe, branch off from the individual intake pipes to the individual combustion chambers or to the individual cylinders of the internal combustion engine.
  • Combustion chambers of fuel injectors arranged can deliver fuel into the individual intake pipes in order to prepare an ignitable fuel-air mixture that flows into the combustion chambers when the inlet valves are open.
  • An electronic engine control unit controls the amount of fuel emitted by the fuel injection valves depending on the intake air mass of the internal combustion engine and other engine operating parameters.
  • Fuel injection valves the internal combustion engine has another injection valve, which is part of a central Is fuel vaporization device that can provide fuel vapor, which is then discharged upstream of a throttle body, for example in the form of a throttle valve, into the intake pipe.
  • a throttle body for example in the form of a throttle valve
  • Fuel vaporization device is limited to the lower load range, in particular to the idle range of the internal combustion engine.
  • the upper load range in particular at full load, however, only the fuel injection valves directly assigned to the combustion chambers or the cylinders deliver the required fuel.
  • Fuel vapor on cold walls of the internal combustion engine can be largely prevented, so as to reduce the emissions of harmful exhaust gas components, in particular from
  • Hydrocarbons to be able to reduce significantly.
  • Fuel components can come on cold walls, especially on the walls of the individual intake pipes of the internal combustion engine.
  • the non-volatile fuel components accumulate on the cold walls of the internal combustion engine and can detach themselves from the cold walls in an uncontrolled manner, so that an increase in emissions of harmful exhaust gas components occurs in the subsequent combustion results. It is therefore not possible to maintain extremely low exhaust gas values. Even the internal combustion engine cannot run smoothly.
  • the internal combustion engine according to the invention with the characterizing features of claim 1 has the advantage that a back condensation of the fuel vapor or an accumulation of particularly volatile fuel components in the fuel vapor leading lines of the internal combustion engine is almost completely prevented, so that the emissions during the cold start and the subsequent warm-up phase of the internal combustion engine harmful exhaust gas components, especially hydrocarbons, can be further reduced significantly.
  • a mixing device in particular a mixing device connected upstream of a fuel separator, which mixes air with the vaporized fuel, as a result of which the partial pressures of the individual fuel components of the fuel decrease to such an extent that even at low temperature, vapor fuel recondenses into the Lines carrying fuel vapor is excluded.
  • FIG. 1 shows a partial sectional view of an internal combustion engine with fuel vaporization device, mixing device and fuel separator according to a first exemplary embodiment according to the invention
  • FIG. 2 shows a partial sectional view of an internal combustion engine with fuel vaporization device, mixing device and fuel separator according to a second exemplary embodiment according to the invention
  • FIG. 3 shows a structural unit of a
  • Fuel separator with mixing device according to a third embodiment of the invention.
  • a multi-cylinder, externally ignited internal combustion engine 1 is partially shown in a sectional view, which has, for example, four cylinders or four combustion chambers 2, only one single cylinder with a combustion chamber 2 being shown in FIGS. 1 and 2.
  • Each combustion chamber 2 has at least one inlet valve 3 and one spark plug 4 and at least one outlet valve, not shown. Upstream of the inlet valve 3, at least one fuel injector 5 is provided, the fuel in a single intake pipe 6 of the internal combustion engine 1 in the direction of the inlet valve 3 can.
  • The, for example, four individual intake pipes 6 of the four-cylinder internal combustion engine 1 are based, for example, on a collective intake pipe 7, which is part of a further intake pipe 8 of the internal combustion engine 1.
  • the individual intake manifolds 6, the collective intake manifold 7 and the intake manifold 8 form parts of an intake device of the internal combustion engine 1.
  • a throttle element 9 for controlling the amount of air drawn in by the internal combustion engine 1 is accommodated, which is designed, for example, in the form of a throttle valve and rotatable in the intake manifold 8 is stored.
  • the air sucked in by the internal combustion engine 1 from the environment flows through an air filter, not shown in the direction of an arrow 10 shown in FIGS the individual intake pipes 6 to be divided into the individual combustion chambers 2 of the internal combustion engine 1.
  • an idle actuator 16 of a known type can be provided, which can be controlled accordingly by an electronic control unit 32.
  • the construction of idle actuators is well known to the person skilled in the art, for example from DE-PS 30 01 473.
  • a smaller cross section leads to the mixing chamber 14
  • the fuel evaporator line 17 is connected to a
  • Fuel vaporization device 20 of a known type (GB-OS 2 263 501, DE-OS 44 12 448), which can process fuel vapor that is released into the fuel evaporator line 17.
  • the fuel vaporization device 20 has, for example, a central injection valve (not shown in more detail), which is equipped, for example, with a heating attachment.
  • the heating element contains an evaporator structure for liquid fuel that is electrically heatable in a known manner, for example, and for this purpose has resistance heating elements that can have, for example, a positive temperature coefficient (PTC) or a negative temperature coefficient (NTC). to
  • the resistance heating elements are housed in an evaporator housing and are, for example, plate-shaped and may have a porous surface.
  • the fuel vapor prepared by the fuel vaporization device 20 is introduced via the fuel evaporator line 17, which then mixes intensively in the mixing chamber 14 with the air flowing into the mixing chamber 14 from the idle air line 12, so that there is a decrease in the partial pressures of the individual fuel components and thus the vapor temperature of the fuel.
  • Air mixed fuel vapor can advantageously only at a significantly lower temperature than in Recondense the unmixed state, since the air added leads to a lowering of the condensation temperature of the newly formed mixture, as a result of which liquid fuel accumulation on cold walls of the internal combustion engine 1 is reliably prevented.
  • the fuel vapor mixed with air in this way then leaves the mixing chamber 14 in the form of a homogeneous fuel-air mixture which is interspersed with the finest droplets and which is fed from the mixing chamber 14 to a fuel separator 22 via the connecting line 18.
  • this can be heated from the outside, for example, by means of an electrical heating device. As shown in FIG.
  • the fuel separator 22 has a relatively strong flow diversion for the fuel flow, which leads to the separation of individual larger droplets from the fuel-air mixture, which also contains volatile fuel components.
  • the flow deflection is designed in such a way that, for example, a vertical separator line 23 connects at right angles to the horizontal connecting line 18 in order to form a branching point in a T-shape.
  • a lower end 24 of the vertical separator line 23 opens into a collecting container 30, which then receives the non-volatile fuel components dripping under the influence of gravity into the collecting container 30.
  • a line section 26 for example, runs horizontally
  • Fuel separator 22 which is used for connection to a line system 27 of the internal combustion engine 1.
  • the line system 27 is formed, for example, from a plurality of individual lines which lead in a branched manner from the fuel separator 22 to the individual intake pipes 6 in order to upstream the inlet valves 3 from the
  • the fuel vaporization device 20, the mixing device 15 and the fuel separator 22 are supplied to the individual combustion chambers 2 of the internal combustion engine 1, and the fuel / air mixture is prepared and contains essentially only volatile fuel components.
  • the fuel-air mixture which essentially has only volatile fuel components, prevents the fuel-air mixture in the line system 27 from recondensing even at low temperature.
  • the lines of the line system 27 preferably consist of tubes or hoses which are made of an elastic material with low thermal conductivity, for example of plastic. As shown in Figure 1, the connection of the lines of the line system 27 or the introduction of the fuel-air mixture into the individual intake manifolds 6 takes place in relative proximity to the inlet valves 3 of the internal combustion engine 1.
  • the line system 27 is branched, for example, such that only combustion chambers in each case 2 or cylinders, which are not in direct ignition order to one another, are connected in pairs to one another and jointly to the fuel separator 22.
  • the operation of the fuel vaporization device 20 is preferably limited to the lower load range, in particular to the idle range of the internal combustion engine 1. But it is also possible to operate the Fuel vaporization device 20 to be provided in the part-load range adjoining the idling range or even until shortly before the full load of the internal combustion engine 1 is reached.
  • valve 35 is provided for returning the fuel collected in the collecting container 30, which essentially consists of a condensate of low-volatility fuel components.
  • a valve vent valve which is usually already present, can be used with the valve 35 and is sufficiently known to the person skilled in the art, for example from DE-OS 40 23 044.
  • Valve 35 is part of a fuel evaporation retention system for one
  • Fuel tank of the internal combustion engine 1 serves to return the fuel vapor volatilized from the fuel tank, which is temporarily stored in an adsorption filter and released by the latter via the valve 35 into the intake pipe 8.
  • the valve 35 which is connected to the collecting tank 30 and the intake pipe 8 via a collecting line 36, is actuated in a clocked manner, for example when the fuel vaporization device 20 is switched off, in order to determine the condensate collected in the collecting tank 30 at certain times
  • Exemplary embodiment of the invention is shown, in which all Identical or equivalent parts with the same reference numerals of FIG. 1, it is also possible to use a pump device 40 instead of the valve 35 provided in FIG. 1 to discharge the condensate collected in the collecting container 30.
  • the pump device 40 is connected via a pump line 41 to the collecting container 30 in order to feed the condensate received in the collecting container 30 back to a fuel tank 42 of the internal combustion engine 1 when the pump device 40 is operating.
  • the collecting container 30 in good heat-conducting connection with the internal combustion engine 1, so that when the internal combustion engine 1 is heated, the condensate in the collecting container 30 is heated, which can then evaporate. Separate removal of the condensate by means of valve 35 or pump device 40 can thus be avoided. It would also be possible to heat the collecting container 30 with the aid of an electrical heating device, for example.
  • the fuel separator 22 has a diaphragm-shaped part 45 for diverting the flow or for separating the non-volatile fuel components, which is provided in a space 46, blocking the direct flow path, between the connecting line 18 and line section 26 in the fuel separator 22.
  • the fuel-air mixture is deflected by the diaphragm-shaped part 45 in such a way that it in particular on a wall surface 47 of the diaphragm-shaped part 45 facing the connecting line 18 for separating the liquid phase, non-volatile fuel components come from the fuel-air mixture.
  • Fuel components are deposited on the wall surface 47 in the form of droplets, which then drip under the influence of gravity into the collecting container 30 underneath.
  • the fuel-air mixture emerging from the connecting line 18 into the space 46 is deflected downward by the diaphragm-shaped part 45 and can only reach the further line section 26 after flowing around its lower end 48. This results in a fuel-air mixture downstream of the diaphragm-shaped part 45, which essentially has only volatile fuel components, the partial pressure of which is so high that it is even at cold temperature, for example when starting the cold
  • Fuel separator 22 to flow from the line section 26 into the fuel evaporator line 17 of the mixing device 15 which is then connected to the line section 26.
  • the fuel vapor then passes from the fuel evaporator line 17 into the mixing space 14 of the mixing device 15.
  • a fuel-air mixture is present which essentially has only volatile fuel components, which can be discharged via the connecting line 18 into the line system 27 of the internal combustion engine 1 which is then connected to the connecting line 18.
  • FIG. 3 discloses a third exemplary embodiment of the invention, in which all the same or equivalent parts are identified by the same reference numerals from FIGS. 1 and 2.
  • FIG. 3 shows a fuel separator 22 and a mixing device 15, both in a common housing
  • the housing 51 are housed and form a structural unit 50 in a space-saving design.
  • the housing 51 is composed, for example, of five parts, with an opening in the form of a stepped bore 52 being provided on a first end part 55, which opening represents a part of the fuel evaporator line 17 according to FIGS. 1 and 2, via which the fuel vaporization device 20 processes it
  • the fuel vapor passes through an orifice 53 into the mixing chamber 14, which is cylindrical, for example, and which is provided in the interior of the housing 51.
  • the mouthpiece 53 projects into a part of the mixing space 14 and ends with
  • Air is supplied to the fuel vapor in the mixing chamber 14 via an opening 54 which is further provided, for example circular, in the mixing chamber 14 and which is not shown in FIG
  • Idle air line 12 of the internal combustion engine 1 originates.
  • the opening 54 opens into the mixing chamber 14 in such a way that the air flows into the mixing chamber 14 transversely to the direction of flow of the fuel vapor, that is to say transversely to the orifice piece 53 and not directed towards it, and through the cylindrical configuration the mixing chamber 14 is set in a swirl movement.
  • This supply of air results in intensive mixing with the fuel vapor, so that a fuel-air mixture permeated with individual droplets is present downstream of the mixing device 15 or the mixing chamber 14.
  • the fuel-air mixture reaches the fuel separator 22 via the connecting line 18, which is coaxial to the orifice 53 and is designed, for example, in the form of a through hole.
  • the fuel separator 22 has a flow deflection, which is designed as a diaphragm-shaped part 45, in order, as indicated by an arrow 59 shown in FIG. 3, to initially flow through the through hole 18 into the space 46 in a U-shaped fuel-air mixture to deflect downwards and then upwards again, so that the deflection leads to the elimination of the non-volatile fuel components from the fuel-air mixture.
  • the low-volatility fuel components accumulate in the form of droplets, in particular on the wall surface 47 facing the connecting line 18 on the diaphragm-shaped part 45, which then drip under the influence of gravity onto the floor of the space 46 and flow from there into a vertically arranged collecting nozzle 62.
  • the collecting nozzle 62 leads to the collecting container 30 shown in greater detail in FIGS. 1 and 2, which holds the non-volatile fuel components.
  • Fuel separator 22 is provided transversely to the collecting nozzle 62 on a second end part 64 of the housing 51, for example a substantially horizontally extending nozzle 66 located somewhat below the through hole 18.
  • the support 66 represents the one according to FIGS and 2 provided line section 26, which serves to connect the unit 51 to the line system 27 of the internal combustion engine 1.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Oil, Petroleum & Natural Gas (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Supplying Secondary Fuel Or The Like To Fuel, Air Or Fuel-Air Mixtures (AREA)

Abstract

Actuellement, les moteurs à combustion interne qui disposent en plus, pour l'injection individuelle, d'un dispositif d'évaporation du combustible, présentent l'inconvénient suivant: malgré une évaporation du combustible prévue, il peut se produit une recondensation de la vapeur de combustible cédée par le dispositif d'évaporation du combustible, dans les conduites du moteur à combustion, de telle sorte qu'il est exclu de pouvoir respecter des valeurs de gaz d'échappement extrêmement faibles. L'invention concerne un moteur à combustion interne (1) qui possède, en plus du dispositif (20) d'évaporation du combustible, un séparateur pour combustible (22) implanté en aval. Ce séparateur (22) sépare de la vapeur de combustible les particules de combustible peu volatiles de manière à quasiment exclure une recondensation de la vapeur de combustible dans les conduites (27) acheminant la vapeur de combustible. Le moteur à combustion interne selon l'invention est prévu pour la motorisation de véhicules automobiles.
EP97924919A 1996-08-17 1997-05-28 Moteur a combustion interne avec dispositif d'evaporation du combustible Withdrawn EP0859907A1 (fr)

Applications Claiming Priority (3)

Application Number Priority Date Filing Date Title
DE19633259 1996-08-17
DE19633259A DE19633259A1 (de) 1996-08-17 1996-08-17 Brennkraftmaschine
PCT/DE1997/001074 WO1998007977A1 (fr) 1996-08-17 1997-05-28 Moteur a combustion interne avec dispositif d'evaporation du combustible

Publications (1)

Publication Number Publication Date
EP0859907A1 true EP0859907A1 (fr) 1998-08-26

Family

ID=7802935

Family Applications (1)

Application Number Title Priority Date Filing Date
EP97924919A Withdrawn EP0859907A1 (fr) 1996-08-17 1997-05-28 Moteur a combustion interne avec dispositif d'evaporation du combustible

Country Status (4)

Country Link
EP (1) EP0859907A1 (fr)
JP (1) JPH11514069A (fr)
DE (1) DE19633259A1 (fr)
WO (1) WO1998007977A1 (fr)

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE10158872B4 (de) 2001-11-30 2006-03-16 Daimlerchrysler Ag Brennkraftmaschine und Verfahren zum Betrieb einer Brennkraftmaschine
US7028675B2 (en) * 2003-11-11 2006-04-18 Vapor Fuel Technologies, Inc. Vapor fueled engine

Family Cites Families (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US4003356A (en) * 1975-03-12 1977-01-18 Harry E. Naylor Vaporized fuel system for internal combustion engines
US4216751A (en) * 1976-04-26 1980-08-12 Davison Richard R Pre-vaporizing fuel system
US4267802A (en) * 1978-09-21 1981-05-19 Gordon O. Dodson Fuel vaporization and delivery system
US4335698A (en) * 1979-11-13 1982-06-22 Max-Mi Corporation Vaporization chamber
US4370970A (en) * 1980-01-15 1983-02-01 Kunz Paul R Apparatus for supplying a fuel/air mixture to an internal combustion engine
SE431009B (sv) * 1981-10-16 1983-12-27 J Jet Konstruktion Hb Sett att driva en forbrenningsmotor med alternativa brenslen och forbrenningsmotor for drift med alternativa brenslen
US4708118A (en) * 1986-04-23 1987-11-24 Anti-P, Inc. Fuel injected internal combustion engine pollutant control system
GB2248087B (en) * 1990-09-04 1994-05-18 Ford Motor Co Engine fuelling system
US5526797A (en) * 1994-01-07 1996-06-18 Stokes; Richard A. Methods and apparatus for vaporizing and utilizing fuels of various octane ratings

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO9807977A1 *

Also Published As

Publication number Publication date
JPH11514069A (ja) 1999-11-30
DE19633259A1 (de) 1998-02-19
WO1998007977A1 (fr) 1998-02-26

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