GB2437294A

GB2437294A - Liquid fuel gasifying and fuel-air mixing system for internal combustion engines

Info

Publication number: GB2437294A
Application number: GB0607975A
Authority: GB
Inventors: Costas Savva Kyriacou; Antonis Costa Kyriacou; Costas Kyriacou
Original assignee: Individual
Current assignee: Individual
Priority date: 2006-04-21
Filing date: 2006-04-21
Publication date: 2007-10-24
Also published as: GB0607975D0

Abstract

A system for gasifying or vaporising liquid fuel, including petrol, diesel and kerosene, for supplying an i.c. engine comprises a number of Power Units, eg four as shown, each having an intake air passage carrying air past a fuel nozzle and carrying the fuel and air to the cylinders or the engine. Heat exchange takes place during operation of the system because the evaporation of fuel needs a certain amount of latent heat. As an example, six Power Units may be provided, three of which operate with a first throttle and, for full acceleration, a further three with a second throttle. The system allows gasified fuel to mix properly with air, thus providing the best conditions for combustion and therefore reducing fuel consumption and emissions. The system is simple and may replace an existing carburetor or fuel injection system.

Description

The present application refers to the Internal Combustion Engines,

particularly to those using liquid fuel, i.e., petrol, kerosene and diesel.

The proposed system is designed to contribute to the operation of the engine, just like the Carburettor, or the Fuel Injection system, but with less fuel consumption and less atmospheric pollution.

The new invention is based on scientific observations, which have been verified by a great number of experiments and measurements for more than 20 years.

According to the modern scientific data the fuel saving and the protection of the environment are the most important, factors for the operation of the engines.

The promotion of the new system in the market is very important aiming at the substitution of the old systems as well as to the application of the system to new engines. 2.

FACTS AND IDEAS ABOUT THE NEW SYSTEM

The mixture that feeds the engine in the case of a liquid fuel consists of 2 parts: a) The liquid fuel, which is going to be combusted.

b) The air, providing the necessary oxygen for the combustion.

For the present study, any reference to petrol is meant to apply also to all liquid fuel and vice-versa.

The 2 parts of the mixture must be well and correctly mixed, in order to give the best results for the engine, and provide economy of fuel and protection of the environment.

Correctly mixed means in the proper ratio.

As we know liquid fuel do not mix easily with air and here is our problem. It is of great importance to gasify petrol well enough, before we mix it with air well and correctly. 3.

According to my own experience, the best way to gasify petrol is to force it through a small opening (nozzle), together with a proper amount of air into a metal pipe sending both, well and correctly mixed to the combustion cylinders of the engine (see plans page i).

The engine automatically sucks both into the cylinders continuously, while through the pedal we can give to the engine as much fuel and acceleration as we want.

The petrol coming from a nozzle (plans page 1, A), the air necessary for the combustion of this petrol, and the system itself, all constitute a Power Unit, on which we intend to build our device for petrol saving and atmospheric protection.

The diameter of the opening of the nozzle, must be as small as possible, because little quantity of petrol gasifies better and mixes also better.

We may suggest for a diameter less than 1mm, usually around 0.5mm. 4.

The air of the mixture passes very close to the nozzle, as shown in the plan of page 1, with a valve regulating the quantity of the air, which is necessary for the combustion of the petrol given by the nozzle.

After the petrol of the nozzle and the air from the valve start mixing together, automatically the engine's cylinders suck the mixture continously and can accelarate the car's engine according to our desires given through the pedal of the car.

We are already in the most essential point of the invention.

It was not difficult for me to construct some Power Units and test them in my car's engine.

I withdrew the petrol from the Carburettor, I closed completely its entrance for the air and I added 3 enterings before the Throttle, for the mixture of the Power Units. The test was successful. I managed to operate the idle position with i Power Unit and to have acceleration with 1-2 more Units. 5.

After this I constructed the GASIFIER 4, of page 2 of the Plans, I made the connections between the outlets of the Gasifier and the enterings of the Carburettor and the whole system could work very satisfactorily even in the streets.

Gradually I created for my car the system which I describe in the present application.

The distance of the nozzles from the cylinders should be about 1 metre, not necessarily in a straight line, just to give some time and space for the mixture to be gasified and properly mixed.

For every nozzle its mixture goes to the engine through metal pipes preferably of a diameter of 1 cm and a little longer than i metre each.

Heat exchange is taking place during the operation of the system, because of the evaporation of the fuel, which needs a certain amount of latent heat, in order to be vaporised.

Of course the power of a Power Unit is not enough to move the engine.It can only operate the engine in the idle position. 6.

For this reason we use 2, 3, 4 or more Power Units, jointly together for the accelaration.

What distinguishes the new system is the small amount of petrol and air to establish the Power Unit.

The number of Power Units used defines the Power of the engine. One Power Unit is estimated at 4 Horse Power.

All Power Units are identical in structure and operation, and work for the engine independently, either alone or jointly.

The operation of each Unit is like that of a Caburettor in miniature, but they gasify and mix petrol perfectly well.

If we want to lessen the power of the engine, we may cancel some Power Units, and if we want to increase its power, we may add some more Power Units to the system. 7.

The part of the system called Gasifier 4 is shown in pages 2 and 3 (plans), and is provided with 4 Power Units, which can be connected to the part A of page 5 (plans), which has also 4 enterings for the Mixture coming from Gasifier 4 and directed towards the engine's cylinders.

In case we want more power for the engine, we may add 2 more Powers Units and construct the GASIFIER 6, (see plans page 4) and join all 6 Power Units with part B of page 6 (plans), which has also 6 enterings for the mixture.

In such a case, 3 Power Units will operate with the Throttle 1, and 3 Power Units with the Throttle 2.

The first Throttle can be settled to operate the idle of the engine, through the existing Idle position Regulating System (see plans of page 6), while its further power can be used for acceleration.

Full acceleration we may achieve with the second Throttle. 8.

Concerning the power of the engine we may adjust it to operate on a system of 4 Power Units, 6 Power Units, or on a combination of them, i.e Power Units= 4 PU+6 PU 8 PU=2x4 PU, 12 PU=2x6 PU etc. The GASIFIER is the most important part of the new system. The attached two photos show the 3-dimensional perspectives of GASIFIER 4 and GASIFIER 6, at about natural size.

The economy of the fuel, as well as the very little atmospheric pollution are the results of the operation of the Gasifiers, which gasify and mix perfectly well the mixture that moves the engines. 9.

APPLICATION AND OPERATION

OF THE NEW SYSTEM

Till now, we spoke about the components of the system, which are of primary importance for the invention.

But to apply the whole system in a car, we need also some supplemenary components, which we may find, or construct in the market.

In page 5 of the plans we see part A, used in the cases of a Single Throttle, which fits to the GASIFIER 4, while in page 6 of the plans we see part B, used in the cases of a Double Throttle, which fits to GASIFIER 6.

In order to apply the new system to an engine, we first take off its Carburettor and settle in its position either part A, or part B according to the case of the emgine.

The Throttles used in the new system, are the same as those used in the Carburettors. 10.

In both cases we connect the petrol pedal of the car to work with the new part of the system, for the idle position and for the acceleration.

The next step is to settle in a proper place the GASIFIER, which is seen in page 2 (plans) in a general view and in page 3 in Hrizontal and Vertical Sections.

The petrol, which previously was connected to the Carburettor, now it must be connected at K with the Gasifier (Plans page 2) What is left to do is to connect properly the mixtures coming from the GASIFIER.

So the outlets of the GASIFIER 4, A, B, C, D, are connected to theA', B', C', D', enterings of the part A (page 5 of plans) and the outlets of the GASIFIER 6, A, B, C, D, E, F are connected to the A', B', C', D', E', F', enterings of the part B. (page 6 of plans). 11.

THE ADVANTAGES OF THE NEW SYSTEM

The new system gasifies the petrol completely and no liguid petrol can enter the engine' s cylinders. The gasified petrol mixes well and properly with the air.

So we have the best conditions for a perfect combustion. Almost in all cases of conversion the fuel saving exceeds 30% of the original consumption.

The Atmospheric pollution is very little, beacause of the perfect combustion in the engine, and is restricted to the inevitable emissions.

The simplitcity of the system compared to the complexity of the Carburettor and the Fuel Injection System offers an additional advantage.

The Carburettor does not actually gasify petrol, but simply sprays it, and the result is an uncomplete vaporization of the liquid fuel and a very bad mixing. 12.

Concerning the Fuel Injection System, there is no gasification of petrol at all, because the fuel is injected into the cylinders of the engine in a liquid form, with all adverse consequences. 13.

Claims

CLAIM: My only Claim is the Power Unit, which is the result of my

original idea to use for the operation of the Internal Combustion Engines, a minimum quantity of a gasified liquid fuel mixed with the proper quantity of Air, while the mixture is being sucked automatically by the engine's cylinders.

The minimum quantity of fuel, the corresponding quantity of Air and the device of providing them, constitute the Power Unit.

The total power of the engine corresponds to the number of the Power Units of the system.

Amendments to the claims have been filed as follows

CLAIMS

Our claims concern the Power Units (PU) and their constructions and combinations to operate the engine.

For small engines, 1-2 PU may be satisfactory, but for more powerful engines we need 5-10 PU and even more.

: I ask therefore for the following claims: e. * *** * S * S..

1. One PU according to my specification (plan page i).

* S SI SI : Its components are: 5S5*15 :1::.: a) Petrol Nozzle b)Air Valve c) Metal Pipes for gasifying the mixture.

2. Two PU, set to work separately and independently for an engine, 3. Two PU, set to work jointly forming a Double Gasifier, 4. Three, four, five or more PU working through a Gasifier as described in my Application.

Details on Claims: See Drawings page 1(1/8) 1. Petrol Nozzle: The Nozzle is dipped in petrol, which has always a standard level. The Nozzle is sensitive and works with the suction of the engine, absorbing petrol from the standard level.

2. Air Valve: It regulates the air in connection to the amount of * the petrol of the nozzle.

:::::: 3. Metal Pipes: They operate as a Heat Exchanger, converting *...

the liquid petrol, coming from the Nozzle, into gas, which as s***.

* *. , a mixture with air, enters the cylinders of the engine. * I * I

* * , My Application concerning the Claims: In page 2 (below) As we know liquid fuel do not mix easily with air and here is our problem. It is of great importance to gasify petrol well enough.

In page, all the page is for gasifying petrol.

In page. (after the middle) All the page speaks about heat exchange and gasification of petrol.

It speaks also for latent heat.

In page 6. Each PU is a carburetor in miniature.