IE930851A1 - An electronically controlled fuel pretreatment apparatus - Google Patents

Abstract

Fuel flowing from the tank 1 to the engine 7 is heated in a unit 3 associated with the cooling water return line 9 to the radiator 8 and then passes through a unit 4 which provides heating under the control of an electronic unit (12, Fig. 2). The electronic unit has a temperature input from a sensor 5 upstream of a fuel injection pump 6.

Description

FUSL CYCLICAL PRETRBATMENT EQUIPMENT FOR SPECIAL APPLICATION IN INTERNAL COMBUSTION ENGINES OPEN TO PUBLIC INSPECTION UNDER SECTION 28 AND RULE 23 JNL. No u nR DESCRIPTION ..OF.'.Τ'. ' object of the invention MT a J Ll 1 «III Po 2 Λ-4 -3 1 125 ί __—J with This descriptive brief refers to a Patent that deals fuel cyclical pretreatment equipment, which is eleotronioally operated and used especially for internal combustion engines, its aim is to allow for proper fuel burnout and thus, greater engine performance and less residue.

The equipment proposed is a review and improvement on Spanish Patents No. 8800293, which refers to an electronic fluid LeaLlivj system, with application itt .combustion engines and No. 9002247, which refers to improvements on fluid heating systems applied to internal combustion engines. Beth patents mentioned belong to the same patentee and are the result of experience gathered over the years from prototypes installed in different motor vehicles throughout the SBC., and Mexico City.

SCOPE OF TOE INVENTION This invention ie applied in industries related to internal combustion engines; and, especially-,; in automation. »3 Ο 8 5 1 '· 2 DBSCRIPTIONQT THE INVENTION The fool cyclical pretreatmpnt equipment proposed -by the patent, which ls electronical ly operated and., especially applied to internal combustion snginoe, e0xist,ihutee an important improvement on the present situation. This is true because greater engine performance is achieved with, subsequent energy-* saving advantages. Xn addition, less residue/is, emitted, meaning considerably less pollutants.

The whole equipment provides .the engine With standard fuel that is improved as the right kind of fuel is supplied when needed. This is brought about by two electronically operated units (which we will call PRBUNIT and UNIT), thanks, to a Power Module, Temperature-sensing Devices and a Computation Center.

The following is a detained account of- the equipment .30 proposed: After filtering the fuel. «*· latter (ga6ol|ne/A,^ahoil, etc.) is led towards .where: .It; ;is.'-treatedi-’3th^e: ΜΗΝΗ i» fatted L·, 40 will find itself thermiealiyi..eai^iehS&5/iuw.;i*i^tt^^^ engine to the car radiator, where thefuel,aold from the .tank, being circulated in a. metal a snake-like copper passes. Minerals. (ZAMAC) 0 8 5 1 on top of thi* layer a special type of. resistance in the form of a clamp 1s placed which produces this thermic sandwich*. «ο±α», rlnregxass-enrxcned Polycarbonate or Noril is injected in the outer layer of the above PREUNIT which causes thermic insulation and prevents Ions from escaping. These same Ions will allow for a break-up of long chains of Hydrocarbons, which will cause more fuelling to take place* thanks to the dissociation of the many molecules that form same, in addition, the fuel is gasified at an accelerated rate and then .led to this UNIT.

On its way to the UNIT, the fuel changes temperature once again, ready to be treated with different heat intensity and with other minerals, as described belowi : 35 The UNIT core is made up of a special resistance, which is encased and is located in the base, which is, in turn/ surrounded by the snake-like tube through which the fuel passes. Minerals are cast on top and the whole unit is covered bythe same insulant as above and together a unit is formed.

Before the fuel enters the injection pump (carburator, nozsle, etc.), a group of electronic sensors come in contact With same. These sensors will send information to the uonTrUlcentbe. -930851 Otoie control CENTER is specifically designed to maintain fuel at the right temperature on the basis of different parameters such as kinds of fuel (gasoline, gas-oil, fuel-oil, etc.), engine range (relent1,, medium range, high range, etc.), cubic aaAsuroeMst and fuel uunsusqptxon of the motor vehicle where the system will be installed, etc.

The fuel, which has been pretreated but not consumed, will go back to the tank by return circulation, causing a series of reactions to take place which through continued use avoid heavy hydrocarbon or tar sedimentation at the base.

The equipment works properly thanks to the CONTROL center which acts on a electronically-powered module, which controls the power of the resistances by connecting and disconnecting same according to the information received frga the sensors. In this way, fuel temperature is always at eo optimum, irrespective of its circulation, external temperature or atmospheric pressure.

The system's CONTROL CENTER. has; security > system» attached and they are as follows: 1.- Once engine contact io established,., the Control Center checks the system, , putting ihtp operation resistances when the angine is'Oh so. that the alternator starts loading and therefore .battery is , : . not consumed. 0 8 5 Μ 2. - The Sens orc cwnd information to the Control center end by aean'' of the Power Module, the resistances axe disconnected. 3. - When fuel leaves Unit and passes the group of sensors, there is another Rearmable-Blectronic Sensor that 20«c before the fuel is self-inflamed, disconnects the whole system. 4.- If for whatever reason no use of the equipment is to be made, the Control Center has a ON-OFF switch mechanism that disconnects it.. In this case, the engines works like any other conventional engine. 6.- Lastly, the Control Center is endowed with electronic programming that allows the Equipment to nprepareM the fuel while the engine is off. This is done with the help of a timer, which is of great thermal importance when starting the engine cold.

The CONTROL UNIT is specifically designed: to maintain the right fuel temperature, , by means of sensors, as well a® control the Power Module which activates the operation of the preheating and heating fuel. Unite. This isxa -ideyic^. wlUtA''.'is. found on the front panol of the vohiolo pr· mpphine-a^/bat^*3^fed by the machine's own battery, its technical . ···'·' — 93 08 5 1 functions or controls are as followst A. - It tines the retard of the eystea'β activation in $ order to avoid battery overload and battery consumption in excess. This timing is approximately 30 seconds long, B. - it indopondontly controls fuel preheating and heating Units depending on the Sensor-measured and detected temperatures. 2θ C« — Once the preheater has reached the right temperature, it times the retard of the system's activation which is approximately 2 minutes.

D.- checks the system's heating resistances during initial timing once connected end advises of any malfunctioning.

E.- The device includes security alarm systems which advise of any possible . dangerous / breakdowns* Especially, if they are Sensor^ Bower Module, security Thermostat, contact or battery failures. When this happens, the corresponding signalisactivatedandthe Equipment becomes inactive in ordertoayoid major, breakdowns to occur. p.The control center has built-in led bare vhich light V03O85 1 up when Che system is overheating. Xn this way, as the system increases in temperature, leds 1 to 5 light up, acting as' a light code of the Equipment's operation.

Likewise, there is a time clock which allows for t)b.· Equipment's advance programming.

DESCRIPTION OF TUB DRAWINGS As a complement of the description being done end in order to aid towards a better understanding of the invention's features, attached to this descriptive brief and as part of same, two drafts that, in an. illustrative and non-limiting manner, are represented.as follows: Figure number 1.- is a -diagram of several internal combustion engine components in which the fuelfceding lines have been substituted by the equipment that is being patented.

The numbering that appears on the diagram correspond to the following parts of the engine or equipment: 1. - Fuel Tank 2. - Fuel Filters 3. - Equipment Preunit ~830 8 5 1 4. - Equipment Unit . - Equipment Sensor 6. - injection pump 7. - Engine 8-- Radiator 9.- Water sleeve As described above, the. fuel comes out of the Tank (l) and goes through the filters (2)., reaches the Preunit (3) where lt undergoes itsfirst treatment thanks to the heat omitted from the water sleeve (9) in which it is inserted. It later travel· to the EquipmentUnit (4) and from there, passes through the Sensors (5), arriving at the injection pump (6) for its subsequent injection in the engine (7).

Figure number 2.- is a diagram.of the equipment's electrical systemThe number indicated corresponds to the following parts of the Equipment: 3. - Equipment Preunit 4. - Equipment Unit . - Equipment Sensors . - Power Module 11. - Battery 12. - Control Center k93 Ο 8 R 1 It is not considered necessary to include pictures corresponding to other Equipment components as . they are adequately described in the previous„Patents on which this patent is based.

, Neither is it considered necessary to make this description more extensive as any expert in the field easily understands the scope of the invention and the advantages derived from same.

The materials, shape, sise; and placement of the 20 elements are subject to change, provided; that the invention in itself is not altered.

The terms used to describe this brief, should be understood in a broad sense and not in a limiting one.

Claims (6)

1. PATENT CLAIMS

1. - Fuel cyclical pretreatment equipment, especially used in internal combustinn engines, endowed with a Preheating Unit, 5 inserted in fuel conduction and in the water conduction sleeve that goes from the engine to the radiator.

2. - Fuel cyclical pretreatment equipment, especially used in internal combustion engines, as per the previous claim, endowed with a fuel treatment unit, likovioc inserted In fuel conduction 10 and subsequent to the Unit mentioned in the previous claim.

3. - Fuel cyclical pretreatment equipment, especially used in internal combustion engines, as per the previous claims, endowed with a set of Sensors, inserted between the. Unit indicated in the 1S second claim and the injection pump. Both are used to provide 13 information about the fuel's situation before going into' the engine.

4. - Fuel cyclical pretreatment equipment, especially used in internal combustion engines, as per the previous claims, endowed 2θ with Sensor information sent to the electronic Control Center, vhioh is designed to determine optimal fuel conditions, especially as far as temperature is concerned. Thia control center then gives exact instructions eo that the right temperature can ba achieved, checks the systems' proper functioning, including itsewn Sensors, connects or disconnects 25 said system, maintaining security margins, timing, alarm system in case of breakdowns automatically stopping operation, and a visual informative signalling system*

5. - Fuel cyclical pretreatment equipment, especially used in internal combustion engines, as per the previous claims, endowed 30 with Control center instructions, as detailed in the previous claim, being channelled to the Power Module which activates the operation of the fuel heating Units.

6. - Fuel cyclical pretreatment equipment according to 35 any precedign claim substantially as hereinbefore described with reference to and as illustrated in the accompanying drawings .