GB2048375A - A hot I.C. engine fuel gas generator and control valve - Google Patents

Abstract

A vessel 10 has a core 13 with a portion 19 to project into an exhaust gas manifold, a starting electric heater 15 and fins 12 projecting into a chamber 11 to define a tortuous flow path. Predetermined quantities of fuel and water are pumped into one end of the vessel 10. Superheated steam and gaseous fuel from an outlet 23 are fed to the engine intake manifold via a valve (43), Fig. 5 (not shown), operated by a diaphragm (58) subject to manifold vacuum. Hydrocarbon fuel and a water/alcohol mixture may be fed to the vessel 10 via exhaust heated preheaters defining tortuous paths between spaced fins (68), Fig. 8 (not shown). <IMAGE>

Description

SPECIFICATION A hot fuel gas generator and control This invention relates to a hot fuel gas generator and controls therefor.

Fuel systems for internal combustion engines have generally used carburetors in which gasoline is sprayed into a stream of air and divided into a series of fine droplets approaching vaporisation and conveyed to the point of combustion. Only those molecules at the surface of the gasoline droplets are in a position to react with another species and incomplete combustion results because the very short time allowed is insufficient for more than a little vaporisation of the fuel to occur.

The prior art engines therefore exhaust large quantities of unburned hydrocarbons, carbon monoxide, and oxides of nitrogen, all of which are undesirable atmospheric pollutants. Several attempts to improve vaporisation may be seen in United States Patents Nos.

1,110,482; 2,585,171; 2,285,905 and 2,272,341.

The hot fuel gas generator described herein simultaneously vaporises the liquid fuel and water at high temperatures so that the fuel mixture in its heated gaseous state achieves practically complete combustion in the internal combustion engine due to the spacing of the hydrocarbon molecules resulting from the heat and the superheated steam.

According to the present invention there is provided a generator for producing hot fuel gas for an internal combustion engine having intake and exhaust manifolds, said generator comprising a closed pressure vessel, a heat exchanger in said vessel, said heat exchanger having a core, a portion of said core extending outwardly of said vessel and located in an opening in said exhaust manifold, fins on said heat exchanger, said fins extending to the walls of said pressure vessel, openings in said fins to form a passageway through said vessel, means for continuously injecting a predetermined amount of a liquid hydrocarbon into said pressure vessel, a valve positioned in an opening in said pressure vessel, means establishing communication between said valve and said intake manifold, means responsive to inlet manifold pressure changes for moving said valve, said means being arranged to move said valve to a partially open position when the pressure in said intake manifold is substantially atmospheric and to move said valve toward a closed position when said pressure in said intake manifold is sub-atmospheric.

In an embodiment a hot fuel gas generator having a heated vaporizor is disclosed in which gasoline and water are simultaneously vaporized to produce a hot gaseous fuel is in communication with the inlet manifold of the engine. A control valve responsive in operation to inlet manifold pressure controls the hot fuel gas flow to the intake manifold. The partial vacuum resulting from the operation of the internal combustion engine mixes combustion air with the hot gaseous fuel from the generator and moves the same to the areas of combustion in the engine. The complete vaporization of the liquid fuel and the water is caused initially by high temperature heat from an external source and from the engine exhaust when the engine is operating.Gasoline or other hydrocarbon fuel in a ratio of 85% to 15% water makes a highly satisfactory hot gaseous fuel, alternatively 70% gasoline, 15% water and 15% alcohol is also satisfactory.

Embodiments of the invention will now be described by way of example only, with reference to the accompanying drawings, in which: Figure 1 is a cross sectional side elevation of a hot fuel gas generator; Figure 2 is a horizontal section taken on line 2-2 of Fig. 1; Figure 3 is a plan view showing a modified exhaust manifold, the hot fuel gas generator and preheaters mounted thereon and in communication with an inlet manifold pressure responsive control valve; Figure 4 is a vertical section taken on line 4-4 of Fig. 1; Figure 5 is an enlarged detail of the inlet manifold pressure responsive control valve of Fig. 3; Figure 6 is a diagrammatic view showing an internal combustion engine with inlet and exhaust manifolds and the hot gas generator and control inoperative position thereon; Figure 7 is a top plan view of one of a pair of preheaters seen in Fig. 3;; Figure 8 is a side view thereof with parts broken away; Figure 9 is an enlarged detail of an inlet manifold adaptor seen in Fig. 6; and Figure 10 is a plan view showing a modified embodiment.

By referring to the drawings and Figs. 1 and 2 in particular, it will be seen that the hot fuel gas generator comprises a multi-chambered pressure vessel in the form of a finned body member generally indicated by the numeral 10, the main portion of which has a heat exchanger chamber 11 thereabouts defined by a plurality of fins 1 2 which extend from a core 1 3 which has a longitudinally extending cavity 1 4 therein in which an electrical resistance heating element 1 5 is positioned.The cavity 14 extends to the bottom of the core 1 3 and the electrical resistance heating element 1 5 therein extends to the bottom of the core 1 3 and is held in position by fasteners 1 7 through which its electrical conductors 1 8 extend.

By referring now to Fig. 2 of the drawings, it will be seen that each of the fins 1 2 are formed on three sides of the core 1 3 and that the core 1 3 is preferably T-shaped in cross section and that the outermost portion thereof which corresponds with the head of the Tshape has a projecting heat sink 1 9 formed integrally therewith and located inwardly of the upper and lower ends of the core 1 3. The heat sink 1 9 is of a configuration enabling it to be positioned within a rectangular opening in an exhaust manifold as indicated by the numeral 20 in Fig. 3 of the drawing and hereinafter referred to.

Still referring to Fig. 2, it will be seen that the fins 1 2 have their outer opposite corners with respect to the core 1 2 cutaway as at 21 and 22 respectively, the arrangement being such that the cutaway portions 21 and 22 alternate in the fins progressively so that when the closure 1 6 is in position as seen in Figs. 1 and 2 of the drawings, fluids introduced into the lowermost portion of the multichambered pressure vessel as in the chamber 11, can flow upwardly through a tortuous passageway formed by the fins 1 2 and their alternate opposite cutaway corners 21 and 22.At the uppermost end of the finned body member 10 a secondary heat exchange chamber 11 A is formed to extend over a portion of the core 1 3 so as to establish communication with a passageway 23 which communicates with the exterior of the finned body member 10 and in particular with a fitting 24 by- which it is connected to a tube 25.

Still referring to Figs. 1 and 2 of the drawings, it will be seen that the lowermost portion of the finned body member 10 has a pair of oppositely disposed inlet ports 26 and 27 respectively which are in communication with fittings 28 and 29 respectively and fuel and water supply lines 30 and 31 respectively.

By referring now to Fig. 3 of the drawings, it will be seen that the hot fuel gas generator and more particularly the finned body member which comprises the multiple chambered pressure vessel is shown mounted on an exhaust manifold 20 with the heat sink portion 1 9 thereof disposed in a rectangular opening formed in a flat surface 32 of the exhaust manifold 20. The exhaust manifold chosen for illustration for illustration has three inlet areas 20B and 20C respectively such as found in a V-6 internal combustion engine with the inlet areas 20B and 20C arranged for communication with the cylinders in the engine so that exhaust therefrom is received thereby and directed into the manifold 20 and conveyed thereby to an outlet 20D.Portions of the exhaust manifold 20 on either side of the flat surface 32 are provided with secondary flat surfaces 33 and 34 and a pair of secondary multi-chambered vessels 35 and 36 are positioned on these flat areas of the manifold 20 which have openings therein so that heat sinks on the secondary multi-chambered pressure vessels 35 and 36 will be located within the area of the manifold 20 just as the heat sink 1 9 of the finned body member 10 of the hot fuel gas generator is located in the opening in the flat surface 32 of the exhaust manifold 20. One of the secondary pressure vessels 35 is adapted to receive water and/or water and alcohol by way of a fitting 37 and preheat the liquid and deliver it to the tube 31 which communicates with the hot fuel gas generator finned body member 10 as hereinbefore described.

The other one of the secondary multi-chambered vessels 36 is adapted to receive gasoline or any other hydrocarbon by an inlet fitting 38 and deliver it by way of the tube 30 to the finned body member 10 of the hot fuel gas generator as heretofore described. The water and/or water and alcohol mixture and the gasoline or other hydrocarbon fuel are delivered to the secondary multi-chambered vessels 34 and 35 in controlled amounts and at a controlled pressure such as for example 81bs per square inch and in a desired ratio, for example 10% water and 90% gasoline or other hydrocarbon or 15% water and 15% alcohol mixed and 70% gasoline or another hydrocarbon.

The water and gasoline or water alcohol and gasoline are delivered to the lower part of the heat exchange chamber 11 in the finned body member 10 and are initially vaporized by heat from the electrical resistance heating element 1 5 during the first few minutes of operation of the engine on which the device is installed. Subsequently thereto temperature sensative and responsive controls in the finned body member 10 causes the disconnection of the electric resistance heating element 1 5 when a temperature of approximately 400"F. is obtained from exhaust gas from the finned body member 10.

By referring now to Fig. 4 of the drawings, it will be seen that a portion of the exhaust manifold 20 taken through the flat 32 thereon and the opening therein illustrates the positioning of the heat sink 1 9 of the finned body member 10.

By referring to Fig. 6 of the drawings, a diagrammatic illustration may be seen wherein an internal combustion engine is indicated by the letter E, the inlet manifold thereon by the numeral 40, and the exhaust manifold by the numeral 20. An adaptor fitting 41 is positioned on the inlet manifold and communication therewith and an air cleaner 42 thereabove.

Still referring to Fig. 6, it will be seen that the tube 25 which delivers hot fuel gas from the hot fuel gas generator of the invention is shown in communication with a control valve 43 which is positioned alongside an inlet manifold pressure responsive actuator 44 and connected thereto. The hot fuel gas delivered to the control valve 43 flows therefrom to the adaptor fitting 41 by way of a tube 45 which is preferably insulated as is the tube 25. The inlet manifold pressure responsive actuator 44 communicates with the inlet manifold 40 by way of a tube 46.

By referring now to Fig. 5 of the drawings, the control valve 43 and the inlet manifold pressure responsive actuator 44 may be seen as being mounted on a support bracket 47 with the control valve 43 comprising a housing having an inlet port 48 at one end, an elongated cylindrical valve body 49 therein extending between the area of the inlet port 48 and an outlet port 50 which in turn communicates with the pipe 45 heretofore referred to. A piston valve 51 is slidably disposed in the cylindrical valve body 49 and is provided with an axial passageway 52 terminating short of its opposite ends. Slots 53 in spaced relation are formed in the piston valve 51 so as to communicate with the axial passageway 52 therein.One end of the piston valve 51 is attached to a rod which extends outwardly of the control valve 43 by way of a bushing 55 and into a third portion of a housing 56 forming one part of the inlet manifold pressure responsive actuator 44. A diaphragm 57 separates the two parts of the actuator 44 and the diaphragm is attached at its centre to one end of the rod 54 a spring 58 is positioned between the other side of the diaphragm 57 and an end wall 59 of the actuator 44, the end wall being apertured as at 60 and in communication with the tube 46 which extends to the inlet manifold as heretofore described. The actuator 44 is mounted on the bracket 47 by threaded extentions 61 which are apertured and threaded for engagement on an adjustment screw 62 which in turn is rotatably mounted on secondary brackets 63 on the brackets 47.Rotation of the adjustment screw 62 will move the actuator 44 which will permit adjustment of the positioning of the piston valve 51 in the control valve 43 to match a desired inlet manifold pressure so that the control valve 43 is closed when the engine on which the device is used is idling with only sufficient hot gaseous fuel passing the exterior tolerances of the piston valve 51 to provide for idling of the engine.

The flow of hot fuel gas through a valve 43 being otherwise closed is such that during deacceleration the fuel heretofore wasted in typical internal combustion engines is saved because only the fuel necessary for idling can pass the control valve 43 when the inlet manifold vacuum (negative pressure) increases.

By referring to Fig. 9 the adaptor fitting 41 by which the hot fuel gas is delivered to the inlet manifold 40 may be seen in cross sectional detail and it will be observed that it includes an annual Venturi 64 having a plural ity of orifices 65 therebeneath which commu nicate with an annular passageway 66 which in turn is in communication with the hot fuel gas delivering tube 45 heretofore referred to.

Those skilled in the art will understand that it is located below the usual butterfly throttle valve T in the primary air inlet of the inlet manifold which is used for the throttle control of the internal combustion engine.

In Figs. 7 and 8 of the drawing, one of the multi-chambered vessels 35 and 36 is illustrated as they are the same general construction except for size and capacity, the water and/or water alcohol preheater 35 being smaller in area than the liquid fuel preheater 36 due to the lesser volume of liquid handled by the preheater 35.

In Figs. 7 and 8 the preheater body member 35 is provided with a series of spaced fins extending from one side thereof, the spaces between the fins 68 comprising a tortuous passageway 69 as defined by cutaway portions 70 on the opposite corners of the alternate fins 68 in a manner similar to that heretofore described in connection with the cutaway portions 21 and 22 of the fins 1 2 on the finned body member 10 of the hot fuel gas generator of Figs. 1 and 2 of the drawings.

The body member 35 has a secondary heat sink 71 formed on the side thereof opposite the fins 68, the secondary heat sump 71 being adapted to be positioned in an opening in the flat 33 on the exhaust manifold 20 as seen in Figs. 3 and 6 of the drawings and heretofore described, an inlet fitting 72 receives water and/or water alcohol mixture as heretofore described from a pump at a uniform pressure and volume and the same follows the tortuous passageway created by the fins within a cover 73 which encloses three sides of the body member 35. The heated fluid leaves by way of an outlet fitting 74 which communicates with the tube 31 by which the heated fluid is delivered to the lower portion of the finned body member 10 and the heat exchange chamber 11 therein as seen in Figs. 1, 2 and 3 of the drawings.

The hot fuel gas generator and control disclosed herein may be readily installed on existing automobiles and trucks having gasoline fueled internal combustion engines by the simple replacement of an exhaust manifold, the introduction of the adaptor fitting in the inlet manifold where it can replace or operate in conjunction with the usual carburetor, the provision of a multi-chambered fuel pump to deliver both the hydrocarbon fuel and water to the device of the invention and the connection of the electrical resistance heating element to the electrical system of the vehicle and the connection of the inlet manifold pressure responsive actuator to the inlet manifold.

When installed the desired amounts of water and/or water alcohol mix which may be supplied from a one or two gallon container positioned adjacent the engine is delivered to the multi-chambered vessel comprising the preheater 35 and the hydrocarbon fuel is delivered from the usual fuel tank of the vehicle to the multi-chambered vessel com prising the preheater 36. The heated water, water alcohol mix and gasoline or other hydrocarbon fuel are then delivered to the chamber 11 at the bottom of the finned body member 10 of the hot fuel gas generator. In a cold start, the electrical resistance heating element 15, which operates on the vehicle storage battery, comes up to suitable temperature in approximately a minute and produce a hot fuel gas as hereinbefore described which ex pands and flows to the control valve in the path to the adaptor communicating with the inlet manifold.The control valve is positioned by the inlet manifold pressure responsive actuator and as the starter moves the pistons in the internal combustion engine, the inlet manifold pressure changes so that the hot fuel gas flows into the engine to the point of combustion and the engine starts. Under normal conditions the exhaust from the engine takes over the heating of the liquids in the preheaters 35 and 36 and the vaporization of the hot fuel gas in the hollow body member 10 of the hot fuel gas generator and thermostatic switches built therein disconnect the electrical resistance heating element 1 5. A very small amount of the hot fuel gas is utilized during the start up procedure as the engine is normally operating at idling speeds and the fuel gas is restricted to the passageway formed by the normal clearance of the piston valve in the elongated cylindrical valve body 49 of the control valve 43 of the device. When the accelerator of the vehicle is moved it controls the primary air throttle valve T as in internal combustion engine constructions heretofore known in the art and the increased flow of air into the inlet manifold changes the reading in inches as the inlet manifold partial vacuum lowers and the inlet manifold pressure responsive actuator immediately begins to open the piston valve 51 to supply the a.dditional fuel gas which speeds up the engine. Opening the throttle valve T wide as by depressing the accelerator peddle of the vehicle to the floor further lowers the reading in inches of the inlet manifold partial vacuum and the actuator 44 responds and opens the piston valve 51 to a greater degree.A vehicle equipped with the invention responds more rapidly in acceleration and with a greater surge of power than comparable vehicles having normal carburetor and throttle valve control.

A EPA Laboratory certified test of a hot fuel gas generator, as described above, installed on a 1 977 6-cylinder Ford Granada, which has an EPA rating as factory equipped of 16.70 miles per gallon, when equipped with the generator realised 35.10 miles per gallon at 40 miles an hour and 32.99 miles per gallon at 30 miles an hour. The laboratory tests of the car as factory equipped showed emmisions of pollutants in the exhaust in excess of the EPA requirements and in the other tests with the catalytic converter removed, the 40 mile per hour shows the HC Mass at 1.67, the CO Mass at 1.62 and the NOx at 4.34 representing a very substantial improvement of the emissions and demonstrating the efficiency of the hot fuel gas generator and the fuel supplied to the engine thereby.

By referring now to Fig. 10 of the drawings, it will be seen that a modified embodiment of the invention is shown mounted on an exhaust manifold 76, a portion of which is provided with a flat surface and a secondary multi-chambered pressure vessel 77 is mounted thereon. The flat surface has an opening 78 therein so that the heat sink of the secondary pressure vessel 1 7 can be located therein. The secondary multi-chambered pressure vessel 77 is adapted to receive gasoline or any other hydrocarbon fuel and water, and/or water alcohol through a pair of inlets 79 and 80 respectively. The liquids are supplied to the secondary multi-chambered pressure vessel 77 which acts as a preheater supplying the hot fuel gas generator as in the previous embodiment of the invention. It will thus be seen that a hot fuel gas generator and a control therefore have been disclosed herein which are readily adaptable to existing vehicles and easily installed on new cars and trucks. This generator eliminates the necessity to bring the exhaust emission pollutants into conformity with EPA requirements.

Claims (11)

1. A generator for producing hot fuel gas for an internal combustion engine having intake and exhaust manifolds, said generator comprising a closed pressure vessel, a heat exchanger in said vessel, said heat exchanger having a core, a portion of said core extending outwardly of said vessel and located in an opening in said exhaust manifold, fins on said heat exchanger, said fins extending to the.

walls of said pressure vessel, openings in said fins to form a passageway through said vessel, means for continuously injecting a predetermined amount of a liquid hydrocarbon into said pressure vessel, a valve positioned in an opening in said pressure vessel, means establishing communication between said valve and said intake manifold, means responsive to inlet manifold pressure changes for moving said valve, said means being arranged to move said valve to a partially open position when the pressure in said intake manifold is substantially atmospheric and to move said valve toward a closed position when said pressure in said intake manifold is sub-atmospheric.

2. A generator as claimed in Claim 1, wherein separate means is provided for con tinuously injecting a predetermined amount of water into said closed pressure vessel.

3. A generator as claimed in Claim 2, wherein said means for injecting said liquid hydrocarbon and said means for injecting said water deliver said hydrocarbon and water adjacent one end of said heat exchanger and said valve is positioned adjacent the opposite end of said heat exchanger.

4. A generator as claimed in Claim 2 or Claim 3, wherein said means for continuously injecting said liquid hydrocarbon and said water operate simultaneously.

5. A generator as claimed in Claim 4, wherein temperature responsive means in said pressure vessel is arranged to control said means for continuously injecting said liquid hydrocarbon and said water..

6. A generator as claimed in any one of Claims 1 to 5, comprising heating means in said core of said heat exchanger.

7. A generator as claimed in Claim 4 and Claim 6, wherein temperature responsive means in said pressure vessel is arranged to control said heating means.

8. A generator as claimed in either Claim 6 or Claim 7, wherein said heating means in said core of said heat exchanger comprises an electric resistance heating element and wherein means is provided for energising said heating means to maintain temperatures between 400"F. and 800oF.

9. A generator as claimed in any one of claims 1 to 8, wherein said pressure vessel is tubular and of a uniform inner size in the area of said heat exchanger.

10. A generator as claimed in any one of Claims 1 to 9, wherein said core defines at least one wall of said pressure vessel and wherein said fins are positioned on three sides of said core and a housing is engaged over said fins against said core to form said vessel with said portion of said core extending outwardly thereof being positioned in oppositely disposed relation to said housing.

11. A generator as claimed in any one of Claims 1 to 10, wherein the openings in said first fins are staggered to form a tortuous passageway in said pressure vessel.

1 2. A generator as claimed in any one of Claims 1 to 11, wherein at least one secondary pressure vessel having a secondary heat exchanger therein is positioned on said exhaust manifold in registry with a secondary opening therein and wherein said liquid hydrocarbon and water are in communication with said secondary pressure vessel and secondary heat exchanger and said secondary pressure vessel is in communication with said generator, so as to preheat the liquids supplied said generator.