MXPA05009971A - Anti-detonation fuel delivery system - Google Patents

Abstract

Apparatus sealably incorporating a fuel metering device and fuel processing device [200, 200a, 200b]for producing a stabilized fog of fuel droplets sized 50 microns and less that when mixed with combustion air burn completely, reduce or eliminate detonation (knock) in internal combustion engines and reduce fuel octane requirements. The apparatus [200, 200a, 200b]may include a carrier gas reservoir [216, 216a]closed to external carrier gasses. A heater [205]may be employed to flash into vapor a portion of the liquid fuel to develop a carrier gas. In embodiments for jet or turbine engines, bleed gas from the engine may be used to provide carrier gas through a fuel processor [254], or the fuel may be heated -by -heater [260]to flash some of the fuel into vapor to provide carrier gas through the fuel processor to produce the stabilized fog of fuel droplets.

Description

FUEL SUPPLY SYSTEM ANT1-DETONANTE FIELD OF THE INVENTION This invention relates generally to fuel supply systems, and particularly to a fuel supply system that includes a fuel dispenser incorporating a sealed STAR TUBE ™, the system providing a mist of fuel droplets of 50 microns in size and less, and predominantly in the 10-30 micron range while minimizing vapor formation.

BACKGROUND OF THE INVENTION A large number of methods for producing fuel-air mixtures for reciprocating internal combustion engines, such as Otto cycle engines, diesel engines, two-stroke engines, Wankel-type engines and any other compression-type engine are they know well, and they can be patented. However, as far as the applicant is aware, many previously described methods, except jet and diesel engines, try to produce a fuel vapor completely mixed with air. In many of these methods, the fuel is heated, in some cases near its boiling point of the fuel, in order to convert the fuel into a gas before its introduction into a combustion chamber. Virtually every attempt to minimize the production of fuel droplets and maximize the production of fuel vapor was based on the belief that fuel droplets in the fuel / air mixture cause inefficient combustion, and generate more pollutants in the exhaust pipe. . On most engines, the fuel atomizer of a carburetor or fuel injector is simply sprayed on an engine intake manifold. In gasoline engines, a major disadvantage of providing a stoichiometric mixture of fuel / air where the fuel is in a vapor form is that the vapor provides an easily explosive mixture. This becomes a problem when loaded on an engine, causing pressures in the combustion chambers sufficient to raise a temperature in the fuel / air mixture to or beyond its flash point. This in turn causes the fuel / air mixture to explode suddenly (instead of burning uniformly in an outward direction from the spark plug), a condition commonly known as "burst", or in older spindle motors "ignition noise" ", because the ignition noise created when the bearings of the piston rods slam against the crankshaft under the force of the explosion. As you can imagine, such a condition is harmful to bearings and other parts of the engine, and can greatly shorten the life of the engine. For purposes of this application, both detonation and ignition noise are used to refer to a detonation of the fuel / air vapor mixture in a manner similar to an explosion rather than a controlled burn. Where gasoline is simply sprayed on an engine manifold, such as from a carburetor or fuel injector, droplets of all sizes enter the combustion chamber. Here, the applicant has discovered that larger fuel droplets of about 50 microns approximately do not burn completely, creating unburned hydrocarbon contaminants. With respect to fuel for combustion and diesel turbines, incomplete combustion also produces contamination of coal particles as well as contamination of gaseous hydrocarbons. According to the present invention, where a haze of fuel droplets of limited size of about 50 microns and less predominantly form the fuel component of the fuel / air mixture, it is stipulated that the apparatus that processes the measured quantities of fuel distributed by a fuel injector, fuel valve (or other jet) or any other fuel metering device in an aerosol mist that has droplets less than 50 microns in diameter and with a minimum of steam. As established, the object of this invention is to cause internal combustion engines, such as Otto cycle engines, diesel engines, two-stroke engines, Wankel-type engines and other engines comprising an air / fuel mixture to operate more efficiently, with less pollution and without the ignition noise of what has been possible so far. It has been found that fuel droplets of approximately 50 microns and less in diameter burn at a slower rate than an exploding fuel / air vapor mixture, but significantly faster than the larger liquid fuel droplets distributed by the conventional fuel supply systems currently in use. In addition, it has been found that these smaller fuel droplets, when mixed thoroughly with air, burn more stoichiometrically than the longer fuel droplets. It is believed that a larger droplet of fuel empties the surrounding microenvironment from the oxygen before it is completely burned, thereby creating unburned hydrocarbon contaminants found in the exhaust gases. In contrast, smaller fuel droplets of approximately 50 microns in diameter consume surrounding oxygen in a stoichiometric ratio when burned due to their extremely small size, thus the net fuel / air charge in a combustion chamber burns out completely and quickly and with little or no hydrocarbon contaminants. It is also believed, since in one embodiment of the present invention, the fuel is initially sprayed in a generally confined tube (designated STAR TUBE ™ for purposes of this application) containing turbulence induction devices, air vapor saturation within of the tube prevents further evaporation of the fuel droplets, causing the fuel droplets to be mechanically reduced in size instead of evaporation when the fuel droplets travel through the tube. Here, when the fuel, and particularly with respect to gasoline and other volatile fuels, is released from the pressure of the fuel channel and exposed to the partial vacuum created by the downward travel of a nearby piston by the open intake valve, components lighter, more volatile fuels instantly evaporate and increase the vapor pressure of hydrocarbons inside the tube, suppressing further evaporation of the fuel droplets. In addition, cooling due to the rapid expansion of the lighter components of fuel evaporation cools and stabilizes the fuel droplets within the closed environment within the STAR TUBE ™. The fuel then mechanically processes the turbulence induction devices in the STAR TUBE ™ until the droplets reach a size small enough to travel to a localized region of the saturated air from the fuel to the combustion chamber. The fuel / air mixture mixes completely as it passes to the intake valve and is compressed in the combustion chamber, causing a rapid, uniform burning of the fuel.

In addition to the above, it is also well known that when a cold engine is started, only about 1/5 of the fuel is burned. Only after the engine heats up is it possible to burn the fuel stoichiometrically. During the heating period, the amount of unburned hydrocarbon contaminants, produced by the engine, is much larger than in a hot engine. The applicant's system for fuel processing also greatly reduces the pollutants developed by a cold engine to provide an air / fuel mixture that burns quickly and completely. Engines such as Diesel or other direct injection engines can also benefit from the fuel processed in droplets 50 microns in size and less. Here, a Diesel fuel aerosol mist that has droplets of 50 microns and less will burn faster and ignite easier than a larger droplet fuel atomizer, this fuel mist increases efficiency and reduces hydrocarbon contaminants not burned and the particles in the exhaust pipes of diesel engine. Also, such combustion properties allow a more stoichiometric velocity of diesel / air fuel to be used. Similarly, turbine and other jet engines, which are typically sources of pollution and unburned hydrocarbons and particulates due to poor fuel handling, particularly delayed burner operation modes, can also benefit from the fuel provided as a mist of droplets. 50 microns in size and less. These droplets burn faster and light up more easily than otherwise would be the case. This allows more than one stoichiometric combustion of the jet fuel, reduces particulates and hydrocarbon contaminants, in the exhaust gas, increases the efficiency of the engine and can even extend the life of a jet engine. Accordingly, it is an object of the invention to provide a fuel supply system that processes the fuel in a fuel mist having fuel droplets of a predetermined maximum size. It is another object of the invention to provide apparatuses for generating a fuel / air mixture wherein the fuel is incorporated into a haze of droplets 50 microns in size and less to a degree as large as possible, with as little steam as possible . It is still another object of the invention to provide a closed STAR TUBE ™ and fuel injector or other fuel jet as a single integral unit or assembly sized to be as direct a replacement as possible for a conventional fuel injector. Other objects of the invention will become apparent with a reading of the following appended specification.

BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a diagrammatic view of the fuel supply system of the present invention in its operating environment. Figure 1a is a diagrammatic view showing particularities of the construction related to a different embodiment of the present invention. A: INDUCTION AIR, B: DROP PRODUCTION DEVICE, C: TOWARD THE COMBUSTION CHAMBER, AND D: LARGER PARTICLES. Figure 1b is a diagrammatic view showing particularities of the construction related to another embodiment of the present invention. A: GAS. Figure 2 is a separate view of a "STAR TUBE ™" embodiment of the present invention. Figure 2a is an end view of a STAR TUBE ™ that receives a fuel injector. Figure 2b is a separate view showing particularities of another embodiment of the invention. Figure 3 is a top view of a Star Rotation and Sliding plate of the present invention. Figure 4 is a side view of the Star Rotation and Sliding Plate as shown in Figure 3. Figure 5 is a separate view of a Star Rotation and Sliding plate illustrating particularities of the operations.

Figure 6 is a separate diagrammatic view of a cylinder and combustion chamber of a diesel engine fitted with a STAR TUBE ™ of the present invention. Figure 7 is an embodiment of the invention that integrates a STAR TUBE ™, air reservoir and a fuel metering valve into a single integral unit. Figure 7a is another embodiment of the invention that integrates a STAR TUBE ™, a smaller air reservoir and a fuel metering system into a single integral unit. Figure 7b is yet another embodiment of the invention that integrates a STAR TUBE ™ and a fuel metering valve of a single integral unit without a discrete air reservoir, with carrier gas supplied from the volume of air and gas within the STAR TUBE ™. Figure 8 is a diagrammatic illustration of how a STAR TUBE ™ can be fitted to a jet engine. A: FUEL SUPPLY Figure 8a is a diagrammatic illustration of another way in which a STAR TUBE ™ can be fitted to a jet engine.

DETAILED DESCRIPTION OF THE DRAWINGS The basic operating principle of the present invention involves providing a fuel mist having fuel droplets of a predetermined maximum size of about 50 microns approximately in diameter almost greater than sub-micron fuel aggregates generally considered for being steam. Although in some fuels, such as gasoline, the formation of certain vapor can not be avoided due to the high volatility of the lighter fuel components, it is believed that a characteristic of the applicant's system minimizes the formation of fuel vapor and keeps the fuel in droplet form still as large as possible by creating a saturated region of cooled fuel vapor within which the fuel mist is transported, cooling and saturation of the region stabilize the fuel mist and prevent further evaporation of the droplets made out of fuel. In this way, droplets of a mist are known to be particularly stable, with diffusion being the main way in which droplets dissipate. Here, the surface tension of the droplets is such that a fuel mist is believed to also contribute to preventing evaporation and dissipation of the fuel droplets until the droplets are burned. In a more basic embodiment of the invention, and as shown in Figure 1, a regulating body or intake manifold 1 is provided with any device 2 capable of receiving liquid fuels from a fuel tank 3 and the pump 4 of associated fuel and process the fuel into droplets of approximately 50 microns and less in diameter. The droplets as a mist for an induction air flow of an internal combustion engine or any other device, such as space heater or furnace, which can beneficially utilize the fuel in such a manner. Larger droplets of approximately 50 microns plus or minus can be returned to tank 3 via line 6. Such larger droplets can be isolated by centrifugal force in a vortex or other controlled flow path, or sieves that have a size of mesh to pass the smaller droplets but catch the larger droplets can also be used. As stated, it has been found that a mist of fuel droplets of 50 microns and less burns faster and cleaner than an atomizer when provided by a conventional fuel injector or carburetor, but still in a controlled manner. In fact, such a fuel mist unexpectedly prevents the detonation of low octane fuels in higher compression engines that require higher octane fuels, as will be described further. According to the Applicant's system, devices other than the Applicant's specific device can be used to generate a fuel mist, such as piézoelectric atomizers, ceramic screens receiving pressurized fuel, specialized dispensers such as SIMPLEX ™ jets and LASKIN jets, air pressure sprays, rotary suction atomizers, ink jet type devices that operate using ink jet or technologies of bubble jet, insecticide spraying dispensers and other dispensers such as CHARGED INJECTION CORP., New Jersey spouts. These alternative devices may be incorporated into a regulating body or intake manifold, with or without a STAR TUBE ™ of the Applicant's design. In addition, devices such as the NEBUROTOR ™ available from IGEBA GERAETEBAU CORP., From Germany can also be used. This device uses a motor driven rotary vane to decompose the liquid fuel into droplets of the desired predetermined size. However, it is probably desirable to generate the fuel mist in a closed environment to take advantage of the vapor saturation and cooling of the environment within which the fuel mist is created. As such, these devices can be mounted within some form of tube or housing that communicates with the induction air flow. In addition, other applicator STAR TUBE ™ applications include spray paint, insecticides, herbicides or spray fertilizers, powder coating applications and other applications where it is desired to decompose a liquid into droplets of a relatively uniform predetermined size. In addition, such creation of droplet mist can be advantageously achieved in combination with a gas used as a carrier or vehicle to transport and process the droplets through a STAR TUBE ™. An example of such a process is where a product is formed of binary compounds, with one of the compounds being a liquid and the other being a gas or vapor. Here, using the STAR TUBE ™ of the Applicant, the two-component mixture occurs almost instantaneously in an extremely uniform manner. Such an application may be useful in the manufacture of drugs where a liquid precursor for a drug is treated with a gas, such as hydrogen or oxygen. In this application, the gas and liquid precursor can be applied through a STAR TUBE ™ at a stoichiometric rate, when contrasted with currently used methods where the gas is simply bubbled through a solution containing the liquid precursor. The droplet sizes produced by the STAR TUBE ™ of the Applicant were measured by a test kit, where a STAR TUBE ™ as described herein and an associated fuel injector were installed in a simulated regulator body constructed of a transparent material . A suction device was used to extract air through the simulated regulator body at a rate representative of the induction air flow. The conventional laser interferometry equipment, such as that used to measure the size of pesticide droplets, was used to measure the size of the fuel droplets as they came out of the STAR TUBE ™. As stated, a maximum fuel drop size was found to be approximately 50 microns, with almost the majority of droplets being in the 10-30 micron range. In a particular embodiment of the present invention, and by way of example, parts of the induction air flow through an intake manifold of an engine can be distributed and used to process the fuel sprayed by one or more fuel injectors into droplets. at 50 microns in size and less to provide the fuel mist. This mode uses two or more discs, with five discs for each STAR TUBE ™ performing better to develop a mist that has droplet sizes in the range of 10 to 30 microns or so, with 50 microns being the maximum size. Each disc has a central opening, with a series of slits or vanes extending radially away from the central opening and each vane angularly positioned to rotate the deflected induction air flow and fuel droplets. The slits between the vanes converge with the distance from the central opening, forcing air and fuel droplets in a flow path through the central opening and the slits between the vanes. For purposes of this application, these palettes are variously listed as Rotation and Star Sliding plates, or simply Star plates. Also, although some retro-fitting embodiments described herein use conventional fuel injectors or similar devices, it should be apparent that a fuel injector is simply a metering valve for liquid fuel, and any fuel metering device to provide the selected amounts Fuel can be replaced by a fuel injector and used in conjunction with the STAR TUBE ™ of the Applicant. Here, a fuel injector can be replaced by any other fuel handling device, such as a cam-driven piston, a solenoid-activated piston, or a variable-speed fuel pump. Such a fuel pump may be particularly applicable to a turbine or other jet engine. Also, any of the aforementioned devices can be used to develop a fuel mist to mix with the intake air flow for combustion in an internal combustion engine, and advantageously must be mounted in an enclosure that communicates with the air flow of the combustion engine. induction to saturate and cool the environment within which the fuel mist is created. The paddles of the Estrella plates create turbulence in the flow path, causing mechanical decomposition of the fuel into smaller droplets. Within these combined actions, the rotational or spiral path creates the centrifugal force on the fuel droplets, forcing them radially outward into the STAR TUBE ™ where they pass through narrower portions of the grooves between the paddles where the turbulence is larger, decomposing larger droplets into smaller droplets. When the droplets become successively smaller as they pass through and through each Star plate, the centrifugal and shear forces on the surface tension in the droplets of liquid fuel are believed to be a point of equilibrium between the centrifugal forces and shear and the surface tension of the droplets is reached. In this way, the mixture can have an induced rotation on the STAR TUBE ™ axis, as well as turbulent rotation that passes through the blades. After leaving STAR TUBE ™, the resulting aerosol mist is provided to the rest of the induction air stream and the fuel-air mixture is extracted into a combustion chamber. In addition, and with respect to gasoline powered engines, gasoline used in an engine that uses fuel injectors is provided to the fuel injectors under a significant amount of pressure, typically in the range of 2,111 kg / cm2 (30 PSI) . Within the STAR TUBE ™, some of the lighter components of gasoline, such as pentane and hexane, and to some degree heptane, sparkle in a vapor when released from the fuel channel pressure and exposed to the collector vacuum. This provides cooling to the environment inside the STAR TUBE ™ during operation. Such cooling slows down the further evaporation of the fuel droplets, and stabilizes the fuel mist as it passes through the STAR TUBE ™. Such cooling is believed to be greater than what can be obtained otherwise with a conventional fuel injector by itself, due to such a conventional fuel injector that provides a fuel spray with much larger droplets that evaporate less, and in an open environment, when contrasted with the generally closed environment of a STAR TUBE ™. Although some cooling of the fuel mist is believed to be beneficial at normal operating temperatures, in cold weather, fuel, particularly heavier fuels such as diesel fuel, may need to be heated in order to flow properly or provide a carrier gas, as will explain further. Also, the fuel can be heated until a motor reaches its normal operating temperature, which helps reduce the pollutants developed by the cold engines. As stated, the method and apparatus described herein create a stable fuel mist that allows a gasoline fuel with a low octane nominal value to be used unexpectedly without the ignition noise in a high compression engine which another way may require a fuel with higher octane content. In the present invention, and with respect to gasoline, it is believed that the degree to which the ignition noise of an engine is reduced or eliminated is largely dependent upon the degree to which the fuel droplet size is controlled. Also as stated, larger fuel droplets of approximately 50 microns or so are burned in a sub-oxygen-fed micro-environment, causing power loss along with the production of hydrocarbon by-products characteristic of a "rich" condition in fuel. On the other hand, if too much steam develops, the steam can spontaneously detonate (ignition noise) due to increased engine compression when the engine is loaded or if the engine compression ratio is greater than that specified for the rated value of the engine. octane of the fuel. As established, empirically derived results have shown that an acceptable fuel droplet size for a spark plug ignition engine is 50 microns and less in diameter almost greater than the sub-micron aggregates of the fuel generally considered to be steam. Within this range, a droplet size of between about 10-30 microns or so seems to be optimal. On an Engine equipped with STAR TUBE ™ "from the Applicant and where the exhaust gases closely monitor by a conventional engine controller, the more complete, faster and more efficient burning caused by the STAR TUBE ™ causes the motor controller to provide loads of Nearly stoichiometric / air fuel In contrast, conventional fuel injectors or carburetor-type devices that provide a spray of fuel containing droplets of larger sizes result in unburned hydrocarbons in the exhaust gases which in turn cause the driver of the engine reduce the fuel in the fuel air charges, creating a poor mixture, unless the stoichiometric mixture causes the engine to not produce normal power.In these modern engines they have a computer and sensor system to monitor the products of the exhaust gases to determine the amount of fuel that is provided To the induction air, the addition of any of the aforementioned gases or vapors by STAR TUBE ™ to the induction air is compensated by the motor controller to maintain the fuel / air mixture at an almost stoichiometric speed. In addition, in the case where there is a fuel injector for each combustion chamber, a secondary market or OEM collector can be provided with provisions to house the fuel injectors and a respective STAR TUBE ™ in a position close to an intake port of a combustion chamber, possibly with a pneumatic ladle or induction air duct independently emptied or mounted inside the intake manifold to direct an appropriate speed of induction air through the STAR TUBE ™. Alternately, an amount of gas or vapor that serves as a carrier gas can be controlled, or by a computer such as an engine controller, to maintain or help maintain an almost stoichiometric fuel / air mixture or to increase or decrease a gas flow mobile through the STAR TUBE ™ to compensate for changes in the induction air flow, such as when the accelerator pedal is pressed to a greater or lesser degree. Also, articulated mechanical connections coupled to the valve apparatus can be used for such increases and decreases in the mobile flow through the STAR TUBE ™. In gasoline engines specifically designed as "poor burn" engines, excess air is mixed in the fuel / air charge. In these engines, the fuel mist consisting of droplets of 50 microns and less burn more quickly and more completely than would otherwise be the case. Thus, with STAR TUBES (TM), these engines operate more efficiently and produce less pollution and with little or no detonation. As described herein, Figure 1a illustrates by way of example, a possible mode of a STAR TUBE ™ 10. The STAR TUBE ™ 10 is mounted between a conventional fuel injector 12 and the injection port 14 in a body 16 regulator (shaded lines) or in a port of an intake manifold of an internal combustion engine near a respective intake valve, or in the case of a two-stroke engine an intake port. Conventionally, a fuel injector 12 is fitted to the injection port 14 to provide a spray of fuel to the induction air, as indicated by the arrows 18, which flows through the regulator body and intake manifold. As shown, one end B of the STAR TUBE ™ 10 is configured as a fuel injector port to receive the injection end of the fuel injector 12, with the other end A of the STAR TUBE ™ configured as a tip of the fuel injector so that it can be mounted on the fuel injection port 14 that can otherwise be received by the fuel injector. In some engines currently manufactured, there is more than one fuel injector mounted in the respective ports of a regulating body, the regulating body providing fuel to all cylinders of the engine. In this case, there is a STAR TUBE ™ for each respective injector. A portion of the induction air 18 flowing through the regulator body 16 (or intake manifold) enters the openings O at the B end of the STAR TUBE ™ to create a gas carrier flow that develops turbulence and shear force as describes to be able to decompose the fuel droplets in a haze. In other engines where there is a fuel injector and corresponding injection port for each combustion chamber, these ports are typically located in the intake manifold next to a respective intake port or valve, with the fuel injector body mounted outside the intake manifold. Here, and as stated, the STAR TUBE ™ can be configured at this end A as a fuel injector to adjust the fuel injector port, and configured at the other end B as a fuel injector port to receive the end of injection of a fuel injector. In this case, a portion of the induction air can be routed and routed through the STAR TUBE ™ to create a mobile air flow therethrough, or a carrier gas can be provided independently of the induction air flow. This carrier gas can be separated from the induction air flow, and can be an inert gas such as dry nitrogen or filtered atmospheric gases, or a combustible gas such as propane or butane. Where propane and butane are used as a carrier gas, a nominal octane value of a fuel / air charge containing a liquid fuel of a nominal octane value is beneficially increased due to the high octane rating of propane and butane. In other modalities, the carrier gas can be or include an oxidizing gas such as nitrous oxide, which can be provided through the STAR TUBE ™, this flow being of sufficiently high velocity to generate turbulence to mechanically decompose the fuel droplets into smaller droplets than have a size within the predetermined range as described above, and eject fuel particles from the STAR TUBE ™. When a mobile gas flow is provided from an external source, the gas flow can be continuous, or ON and OFF using the ON-OFF signals provided to the fuel injectors, possibly with a short delay to allow the droplets fuel clear STAR TUBE ™. Likewise, the induction airflow portion can be ON and OFF correspondingly with the fuel bursts from the fuel injectors. As shown in the embodiment of Figure 1b, a gas supply 22 can be coupled to the sealed STAR TUBE ™ by a metering valve 24 and can be ON and OFF responsive to the signals of the fuel injectors. An annular hollow collar 20 receives the gas from the valve 24, and can simply be left open on the underside thereof, or it can be provided with O-shaped openings communicating with an upper inner end of the STAR TUBE ™. An injector 12 fits sealingly into the opening of the annular collar 20 and communicates with an interior of the STAR TUBE ™. As set forth, valve 24 can be operated to release a gas burst along with the fuel injector that is energized to release a fuel spray. In other cases, such as in turbines and other types of jet engines, the gas can simply flow continuously through the STAR TUBE ™ together with a continuously measured flow of fuel from the fuel jet of the jet engine.

In this embodiment, and with reference to Figure 8, the fuel supply 250 is coupled to a fuel pump 252, which provides the fuel for combustion turbines to a STAR TUBE ™ 254 that can be configured generally as described for Figure 1b, except that the STAR TUBE ™ construction is optimized for turbine and jet engines and constructed of materials consistent with the design of the jet engine. Here, STAR TUBE ™ 254 can be mounted in the combustion chamber 256 generally where the fuel jet for the jet engine can be located. A small amount of air purged from! The compressor can be taken from the 258 portion of the jet engine compressor and applied through the STAR TUBE ™ as a carrier gas as shown in Figure 1b. In a jet engine that has multiple fuel jets, there may be a STAR TUBE ™ for each fuel dispenser. In some cases, a different source of compressed gas, such as pressurized air, can also be used. In addition, and as described above, a gas having beneficial or selected properties, such as nitrous oxide, can be temporarily used as all or part of the carrier gas to provide a temporary boost pressure in the power, or a gas that can Temporarily reducing or eliminating contamination can be temporarily included in the carrier gas to promote more complete combustion in places where the contamination of a jet engine is a problem. In addition, certain liquids that could ignite within a vapor when exposed to the heat of the combustion chamber, such as alcohol, can be used to develop a carrier gas. Other gases or liquids, such as water, which may have beneficial properties may also be used, either continuously or on a temporary basis. Ideally, but not necessarily, the gas velocity for fuel in a jet or turbine engine can be such that the fuel / air velocity is too rich to burn within the STAR TUBE ™ and can produce a dense fog of turbine fuel of combustion that can be burned more efficiently and completely than what can be achieved by current methods of fuel management for combustion turbines in a jet engine. Also, it may be that an optimum droplet size may be different for the jet or turbine engines than for the spark plug ignition engines. Here, the droplet size can be adjusted for a jet or turbine engine by providing a larger STAR TUBE ™ with more or fewer Star Rotation and Sliding plates and adjust the size of the center opening and slits. Such sizing of the plates and tubes in Estrella is true for other engines and fuels. Here, smaller slits and more star plates develop smaller fuel droplets, while larger slits and fewer plates produce larger droplets. Also, a carrier gas flow rate through a STAR TUBE ™ affects the size of the droplets, with faster flow that produces smaller droplets and slower flow that produces larger droplets. Figure 8a illustrates a STAR TUBE ™ 254 installed in a jet engine where the STAR TUBE ™ is closed to the external carrier gas. Here, the fuel flows through a heater 260, which can be heated by the combustion temperatures in the burning chamber 256 of the jet engine. In this heated way, a portion of the fuel is ignited inside the steam when applied to the STAR TUBE ™, providing a carrier gas that processes the rest of the liquid fuel that passes through the STAR TUBE ™. By using the STAR TUBE ™ in a jet engine to convert the fuel into a mist, it can be apparent that the fuel can be controlled to produce more efficient and stoichiometric burning, in turn increasing efficiency, reduce pollutants and save fuel. In still other embodiments, such as in gasoline engines, it has been found that external carrier gas is unnecessary, with a mobile gas flow through the STAR TUBE ™ provided by the gas or ambient air within the STAR TUBE ™, and by lighter components of the liquid fuel ignited inside the steam. In these modes, where no external carrier gases are provided, it has been found that lighter gasoline fuel components that ignite within the vapor cool the environment within the STAR TUBE ™ between approximately 1.67-7.22 degrees C (35-45 degrees Fahrenheit). ). As stated, this stabilizes the fuel mist. Also, the vacuum developed by the engine helps ignite the lighter fuel components within the vapor. Here, when fuel spraying is provided by the fuel injector, the associated piston begins its downward travel in the intake stroke, creating a partial vacuum in the intake manifold that is fed by the volume of air in the STAR TUBE ™ . When the partial vacuum increases because the piston continues its downward travel, air and fuel vapor, along with fuel droplets from the fuel injector, are pulled out, pulling and processing the fuel droplets through the STAR TUBE ™. After the intake valve closes, the partial vacuum dissipates, allowing the air in the intake manifold to re-enter the STAR TUBE ™. Of course, this action is in addition to any fuel vapor developed as described, and which contributes to carrier gas flow. This mode is useful in retrofit applications since only a closed STAR TUBE ™ needs to be mounted between each fuel injector and its respective port. In all cases, STAR TUBE ™ and fuel injector assemblies are assembled and supported by clamps or other similar structure (shaded lines in Figure 1a), as should be apparent to someone skilled in the art.

Referring again to Figure 1a, and as described, a STAR TUBE ™ 10 can be mounted on the intake regulator body or manifold 16 between a respective fuel injector and an associated injector port. Typically, the liquid fuel is pumped by the low pressure fuel pump 26 into a fuel tank in a high pressure fuel pump 28, in the order of about 2.111 kg / cm2 (30 PSI) more or less, which develops conventionally the pressure and fuel flow as shown for the fuel injectors 12. The injectors 12 produce fuel spray bursts when controlled by a motor controller (not shown) which determines the duration and time of the fuel bursts. These fuel spray bursts are fed directly into the START TUBE ™ 10 where the fuel spray is processed in a fuel mist of smaller droplets 50 microns or so in diameter, subsequently fed into the regulator body, the collector of admission or any other regions in which it can be injected properly. The induction air and fuel mist as developed by STAR TUBE ™ are then extracted in a combustion chamber (not shown). The fuel that feeds the fuel injectors can be regulated conventionally at a constant pressure by the fuel pressure regulator 30, which relieves the excess pressure by controllably purging the high pressure fuel by the return line 32 to the fuel tank 34 as shown by arrow 36, along with any steam that has formed inside the high pressure feed line or the fuel channel. Of course, and as stated, any of the devices shown and described for Figure 1 can be replaced by the STAR TUBE ™ 10, preferably within a closed environment communicating with the induction air flow. Figure 2 shows a cross section of one of the STAR TUBE ™ 10. Initially, at one end B of the STAR TUBE ™ receiving an injection end 38 of a fuel injector, a cap, as shown in Figure 2a , or another enclosure 40 may be configured with an opening 41 which may be tapered to coincide with a taper of the fuel injection end 38. Placed in the cap 40 around the injection end 38 is a plurality of O-openings (9 shown), which can be sized to handle the air flow through the STAR TUBE ™ for a particular motor. While a plurality of openings in O are described, other sizes and types of openings can also be worked. For example, as shown in Figure 2b, a single annular opening 37 around the end 38 of the fuel injector 12 may be provided, possibly outside the inner diameter of the STAR TUBE ™ or a smaller number of O openings may be constructed at the end B of the STAR TUBE ™. Also as described, the openings can also be omitted, with the injector and cap sealed to form a closed end of the STAR TUBE ™. In this mode, the interior volume of the STAR TUBE ™ forms a gas and a fuel vapor tank that provides a suction-responsive mobile flow developed by a piston in its intake stroke, and the lighter fuel components ignited inside of steam. In some cases, the diameter of the STAR TUBE ™ may be enlarged, or the length extended, to create a larger gas / vapor reservoir within the volume of the STAR TUBE ™. In the example of Figure 2, a STAR TUBE ™ constructed for use in a 5735.45 cm3 (350 cubic inch) displacement motor is shown. In a popular, conventional version of this engine, there are four fuel injectors mounted in the ports positioned directly in the air flow of an engine regulator body. When they are modified with the STAR TUBE ™, fuel injectors and STAR TUBE ™ are mounted and supported by clamps (schematically illustrated by shaded lines) so that there is a STAR TUBE ™ mounted between each fuel injector and fuel injector port. It may be that the STAR TUBE ™ modes that use a portion of the induction air flow as the carrier gas performs best when mounted in a regulating body due to the fact that the low pressure pulses developed by the intake strokes of the pistons are attenuated due to the distance between the intake valves and the regulating body. In contrast, a closed STAR TUBE ™ and associated fuel metering valve located next to an inlet valve may work well because the low pressure pulse associated with an open intake valve is felt most strongly by the liquid / gas fuel in the STAR TUBE ™. A STAR TUBE ™ that has been found to work well for the aforementioned 5735.45 cm3 (350 cubic inches) engine is shown in Figure 2. In this embodiment, the tube portion 42 is approximately 3.81 cm (1.5 inches) in diameter outside and approximately 2.54 cm (1 inch) in internal diameter and approximately 7.62 to 10.16 cm in length (3 to 4 inches). The lid 40 is provided with a plurality of O-shaped openings (9 shown) around a periphery of the lid, these openings in O each being approximately 1.27 cm (0.5 in) in diameter to receive the end 38 of the fuel injector . In the case where there is simply an opening in the cap 40 around the end 38 of the fuel injector, forming an annular opening, or where the cap 40 is omitted altogether, the injector body can be externally supported from the STAR TUBE ™ so that the End 38 is placed generally and coaxially with respect to the STAR TUBE ™.The region of the tube portion 42 immediately adjacent the cap 40, which may be approximately 0.635 mm (0.250 inches) in thickness, may taper on an inner side of more than about 1.27 cm (0.5 in.) In length from the portion of the tube as shown in order to provide a space for the openings in O, and to provide a feeding region for the spraying of fuel from the injector. Additionally, this taper in some way comprises air flow through the O-openings in this way by advantageously accelerating the speed of the air flow through the STAR TUBE ™. Alternatively, the STAR TUBE ™ can be constructed of thinner material. As fuel spraying from the fuel injector is initially introduced into the STAR TUBE ™ together with an air flow. Airflow and spraying fuel droplets then are a plurality (5 shown) of devices inducing turbulence plates 46 rotating and sliding in Estrella particularly arranged in spaced series about 1.90 cm (0.75 inches) each, with the Star plate closest to the injector being separated approximately 1.90 cm (0.75 inches) from the inner taper transition. As described, this volume, and to some degree, the volumes between the Rotation and Star Sliding plates, form a deposit (in the absence of O-openings) where air and fuel vapor in the STAR TUBE ™ constitute the carrier gas Star plates can be mounted on the tube as by an interference fit between the edges of each plate and an inside of a tube, by flanges or supports built along an inner surface of the tube so that the plates rest on them. , by attaching the plates within the tube, securing by fasteners, or any other obvious means to secure the plates within the tube, as represented by the blocks 48 in Figure 2. In addition, in the event that a plate inadvertently loosens within a STAR TUBE ™, one end of STAR TUBE ™ closest to the ports of the intake manifold or port controller body may be slightly tapered or otherwise constructed so that the plate rotating and sliding in Estrella not open in the intake manifold. Star Rotation and Sliding plates 46 may have a plurality of types of openings (Figure 3), these openings being a central opening 50 of approximately 1.27 cm (0.5 inch) in diameter and a plurality, in this case 6, of slits Narrow step type or openings 52 communicating and extending radially from the central opening 50. As shown in Figure 3, the openings 52 can be initial and relatively wide in the central opening 50, and cover with distance from the central opening 50 to a point 54 radially placed approximately 50 percent to 85 percent or so a diameter of the plates 46. A ratio of the diameter of the plate 46 with respect to the central opening 50 can be about 3 to 1, but a range of about 1.5 to 1 plus or minus to about 5 to 1 has been discovered that you can work. As a feature of the invention, Figures 3-5 also illustrate a vane 56 that is downwardly positioned at the edges of each of the openings 52. The vanes 56 can be angled downwardly, as shown in Figures 4 and 5, at approximately to some degrees to almost 90 degrees from one plane of the plate. However, in a contemplated modality, which works well, a pallet angle of approximately 40 degrees is used. The vanes 56, together with an opposite edge 58 of openings 52, serve to provide the edges 60 (Figure 5) that create the turbulence when the air flow passes through a respective opening 52. This turbulence cuts and decomposes the larger fuel droplets into smaller droplets as the flow passes through the successive star plates 46 until a desired droplet size of about 50 microns is reached. further, since all the vanes 56 are oriented to direct the air flow in the same direction, a net rotation of the aerosol mixture through the STAR TUBE ™ is provided (clockwise in Figure 3), causing larger fuel droplets to drag out due to centrifugal force towards a perimeter of the STAR TUBE ™, where they are forced to pass through a narrower portion of the slits 52 where the turbulence is greater. Here, this greater turbulence developed by the narrower regions of the slits 52, in combination with the defined or abrupt edges 60, causes the larger fuel droplets to decompose into smaller droplets. As such the smaller fuel droplets that are not so greatly affected by the centrifugal force are likely to pass through the portions of the openings 52 closer to or through the central opening 50. In addition, it has been found that the pallets can be angled either up or down, with approximately equal performance with respect to decomposing larger droplets into smaller droplets. Here, while the rotation imparted by the downwardly extending blades causes the axial rotation of the fuel / air mixture through the STAR TUBE ™, the upwardly extending blades also create rotation through the STAR TUBE ™, in addition to the above-mentioned shearing action around the edges of the openings 52. Although a Star Rotation and Sliding plate is described, other plate configurations with openings therein have been tested and found to work, although to a lesser extent but to a degree which can be practical. For example, in one test, the Star Rotation and Sliding plates were replaced with conventional flat washers that only have a central opening. In this example, the rotation of the air flow was eliminated while providing relatively sharp or abrupt edges around the central openings in the washers, these edges developing turbulence in the air flow. This mode worked approximately 40% also as the Star Rotation and Sliding plates that have radially extending vanes and slits. In another test, the Star Rotation and Sliding plates were replaced with TENON quick-connect nuts, which are similarly configured to Star plates. These worked approximately 70-80 percent as well as the Star Rotation and Sliding plates. From this, it can be apparent that openings of any configuration in the boxes can be used. This may include star-shaped openings, rectangular aperture, square apertures, or any other aperture configuration. In addition, these openings may alternate between successive plates so that a first plate may have a particularly shaped opening and the next plate may have an aperture configured in a different manner, etc. In addition, it has been found that other types of washer and washer-type devices such as star-type fastening washers, which have a configuration similar to a star plate, work well. Another device that has been found works to the same degree on a disc or plate similar to a star-type fixing washer except that it lacks a central opening. In this latter embodiment, the fuel restriction is found to be a problem, but radially extending outwardly extending grooves or openings terminating at a periphery of the plate can improve performance. Although 6 rung-like slots 52 are shown on a Star Rotation and Sliding plate, more or less of these slits may be employed, such as three or more. In the same way, while the 5 plates in Estrella are shown and have been found to be optimal, more or less of these plates can be used, such as from about 1 or 2 to 7 or so. Also, STAR TUBE ™ and Star plates can be scaled when needed depending on the displacement of the engine and the STAR TUBE ™ fuel injector assembly number per cylinder. As stated, more plates and smaller openings and slits produce smaller droplets, with fewer plates and larger openings and slits producing larger droplets. Also, a larger flow velocity produces smaller droplets, while a lower flow velocity produces larger droplets. Since a primary function of a fuel injector is to provide a selected amount of fuel when determined by an engine controller, the fuel injector simply serves as a variable fuel metering valve responsive to the engine controller. As such, it may be possible to replace the fuel injector with a simple metering valve that provides the required amount of fuel, and generally as a spray or current to a STAR TUBE ™ sensitive to a motor controller signal, with the STAR TUBE ™ by decomposing the fuel into droplets of the predetermined size of approximately 50 microns and less. It has been found that in the case where a carrier gas is used, the carrier gas that passes through the STAR TUBE ™ of an engine can be up to a maximum of about five percent or more of the total induction air flow to through the regulating body and the intake collector. In any star tube system, the process of decomposing the larger droplets may be further assisted or regulated by additives in the fuel to limit the decomposition of the droplets beyond a selected smaller size, such as 1-10 microns or more. less. Here, the additive may be selected to increase the surface tension in the fuel droplets so that the smaller droplets of the fuel mist do not decompose into even smaller droplets. For example, the addition of a small amount of diesel or fuel oil to gasoline, or the addition of a small amount of glycerin or castor oil to alcohol, can increase surface tension or reduce fuel volatility to facilitate the formation of fuel. the small droplets and minimize the formation of steam. As established, when lighter fuels, such as gasoline, are initially sprayed in a STAR TUBE ™ from a fuel injector or similar jet, more volatile fuel components vaporize immediately because they are released from the pressure in the fuel line. fuel or fuel system, which may be about 2,111 kg / cm2 (30 PSI) more or less, and exposed to the vacuum pulse in the intake manifold adjacent to an intake valve. This ignition inside the steam saturates and cools the environment in the STAR TUBE ™ so that further evaporation of the remaining heavier component fuel droplets is avoided. In addition, when it gets into the induction air flow, the volume of the lighter component fuel vapor containing the heavier component fuel droplets forms a gas and vapor ball of air saturated with cold hydrocarbon fuel that stabilizes the fuel droplets of heavier component and prevents them from evaporating when they are put into a combustion chamber. Thus, in modes close to an external source of carrier gas, a fuel charge for each intake stroke is formed from fuel droplets (50 microns and less) of the heavier component fuel suspended in air partially saturated with steam. cooler component fuel cooled. Such separation of fuel in vapor of lighter component and droplets of limited size of heavier component, can contribute to more efficient and faster burning of the fuel by causing faster spread of the front of the flame through the mixture of fuel vapor / droplets / air. Some test engines have been adapted with the invention of the Applicant in order to test the viability, practicability and functionality of the STAR TUBE ™. For example, an engine was adapted as described above, and was performed on a dynamometer as follows: Engine: A 350 CID Chevrolet engine bored at 0.030 to provide approximately 355 CID and a Compression Ratio of approximately 10.6: 1 . Total passes made: more than 160. 4 STAR TUBE ™: (gradual diffuser plates improved by star rotation) mounted on a regulating body, Six Star rung openings, base to base: 7.62 / 10.16 cm (3/4 inches). The peak anti-detonation effect in this engine was found with 5 to 7 plates in Estrella. With more than 7 plates, the power began to fall, probably due to fuel restriction. With 3 plates, the effect was still approximately 80% of what it was with 5 plates. In this engine; External diameter of the star plate: 23.81 mm (15/16 inches). Internal tube diameter: 20.63 mm (13/16 inches). Outer diameter of the tube: 31.76 mm (1 1/4 inch). Tube length approximately ten point sixteen cm (four inches). Star plates of smaller size and tubes still produced an effect but with a proportional reduction in engine power. The size of the star plates can therefore be a function of the air flow (almost similar to the size of the motor) through the motor. Considerable latitude seems to exist, but plates in larger area stars work better with longer displacement engines, and vice versa. As a general rule, STAR TUBE ™ works well when receiving approximately 5% of the total induction air flow through the regulating body. The opening or openings in the cap 12 around the tip of the fuel injector are generally dimensioned to allow little restriction of the flow of carrier gas through the tube. Typically, the engine passes were from 5000 rpm to 2500 rpm, with data readings taken by the conventional engine monitoring equipment.

Engine measurements were taken at every 250 rpm of between 1500 rpm to approximately 4500 rpm. The critical detonation data typically comes between 3000 and 3500 rpm. Peak torque typically comes between 3000 and 4000 rpm. The ignition advance was set for the best torque (no denotation, if any). With C-12 (fuel for octane races 108 used to establish a baseline), there was never a detonation regardless of the amount of the ignition on, it did not exceed 36 degrees. Using a gasoline with an octane rating of approximately 80, the peak torque with the STAR TUBE ™ was typically about 30 degrees of ignition advance without any ignition noise. Peak torque is always the same or better with STAR TUBE ™ and octane 80 gasoline than peak torque with C-12 and conventional fuel injectors. The minor ignition advance used to obtain the peak torque with the STAR TUBE ™ is indicative that the octane 80 fuel mist burns faster than the C-12. In addition, it has been found that using STAR TUBE ™ and octane 80 gasoline, with the ignition advance for peak torque at 28-30 degrees of ignition advance, the exhaust gases are colder, indicating what more available power is available. It turns into mechanical energy and it was not wasted as heat. In an aviation context, a ROTORWAY ™ helicopter engine in a helicopter was modified with STAR TUBE ™ and extensively tested. In this STAR TUBE ™ mode, the tubes were similar to those used in the Chevrolet ™ engine as described, except that they were closed to any external carrier gas. The STAR TUBE ™ gasoline feed region serves as a gas / vapor tank. The ROTORWAY ™ engine is a fuel injected aviation engine valued at 145 horsepower, with a fuel injector for each engine cylinder, each fuel injector injection nozzle mounted on a fuel injector port located just current above a respective intake valve. The fuel injectors were removed and a STAR TUBE ™ was mounted on each fuel injector port. The fuel injector was then mounted on the other end of the STAR TUBE ™, and as stated, was closed to any external source of the carrier gas so that a small air reservoir existed approximately 19.06 mm-2.54 cm (3/4" - 1") more or less between the tip of the fuel injector and the first star plate. In full power dynamometer tests, the ROTORWAY engine equipped with the STAR TUBE ™ produced more than 200 horsepower, as set at 145 horsepower for a full power test of the conventional engine version. In a 30-minute fixed-flight test, the ROTORWAY helicopter equipped with STAR TUBE ™ used slightly less than 11.35 liters (three gallons) of gasoline at a regulation adjustment of one-third power, when compared to the same helicopter without the STAR TUBE ™ that used 15.14 liters (four gallons) of gasoline in a regulation setting of 2/3 of power in the same 30-minute fixed-point flight test. Clearly, the STAR TUBE ™ mode closed to any external carrier gas, at least with respect to the ROTORWAY engine, provides approximately 25 percent increase in power and efficiency. The STAR TUBE ™ of the present invention can also be operated with certain diesel or diesel engines where the fuel is ignited by compression. In this case, and with reference to Figure 6, a separate diagrammatic view of a diesel cylinder and combustion chamber 60 is shown. In this particular type of diesel engine, a turbulent chamber 62 is conventionally provided in an overhead portion 64 of the combustion chamber, and a free turbulence exhaust 66 is conventionally provided in a piston 68. A passage 70 communicates between the turbulent chamber 62 and combustion chamber 72. A fuel injector 74 is mounted to inject fuel into the turbulent chamber 62, with a STAR TUBE ™ 76 of the present invention mounted in the passage 70 to receive fuel from the injector 74 and transport a fuel mist to the combustion chamber 72. It will be noted that the STAR TUBE ™ 76 is dimensioned so as not to completely fill the passage 70 in this way allowing some of the combustion air to deviate from the STAR TUBE ™ 76. As set forth, the dimensions of the star plates and the STAR TUBE ™ for a diesel engine can be adjusted to obtain a different particle size if a different particle size less than 50 microns is found to be optimal. The operation of the embodiment of Figure 6 is as follows. During the compression stroke, essentially all the combustion air is compressed in the turbulent chamber. At the appropriate time, which is typically 2 degrees or so before the top dead center for a diesel engine, the fuel is injected into the STAR TUBE ™. At the beginning of the fuel injection, it is believed that a small combustion of burn occurs in the STAR TUBE ™, emptying the oxygen tube and allowing the remaining fuel to be sprayed on the STAR TUBE ™. The rest of the fuel is processed by the STAR TUBE ™ as described above, with part of the turbulent chamber gas passing through the STAR TUBE ™ and the fuel mist ejected from the STAR TUBE ™ and burned in the air that is diverts STAR TUBE ™ through passage 70. When cooled, the engine can be started by a conventional incandescent spark plug 80 placed under STAR TUBE ™ 76. In still other embodiments that may be particularly applicable to gasoline engines or other ignition with spark plug, and with reference to Figure 7 by way of example, a combined fuel injector or fuel jet and STAR TUBE form an integral assembly 200 that is more compact in length than a sealed fuel injector and combined STAR TUBE ™ as described in the above. This is achieved by moving the fuel jet or other fuel supply port 212 to the assembly 200 to a point near a fuel channel 230. A STAR TUBE ™ 208 is mounted to receive, at one end, the fuel from the fuel port or jet 212, with the other end of the STAR TUBE ™ configured to be mounted on a fuel injector port 238 of an intake manifold or regulator body 236. The assembly 200 is conventionally sealed in the fuel channel 230 and in the port 38, as by means of the O-rings 209. Significantly, to provide a mobile gas flow through the STAR TUBE, an air / steam reservoir 216 it can be provided and which is sealingly attached to the top of the STAR TUBE ™ 208, with the spout or the tube 212 extending as shown through it to a point near an entrance of the STAR TUBE ™. In other embodiments, tube 212 and reservoir 216 may be shortened or omitted altogether in order to shorten assembly 200, with fuel provided directly from the metering valve in the STAR TUBE ™. Such an embodiment may be used in conjunction with heating the fuel to develop steam that serves as a carrier gas, as will be further explained.

The assembly 200 is provided with an outer hollow housing 202 having a port 232, which as established communicates in a sealed manner with the fuel channel 230, with the combined fuel valve and assembly 204 of the STAR TUBE ™ mounted in the housing 202. The housing 202 may be constructed to internally and rigidly support the assembly 204 in an interconnection region 206, although other internal mounting arrangements may be implemented, as it should be apparent from the Applicant's description for someone skilled in the art. An armature assembly 218 is provided between the housing 202 and the assembly 204, and is provided with a magnetic portion 220 that reacts against a magnetic field developed by the solenoid 222. Thus, the armature assembly 218 rises and falls sensitively. to the control current applied to the solenoid 222. Also attached to an upper portion 223 of the armature 218 is a needle portion 224 of a needle valve, which is mounted to release a flow of fuel through an inlet 226. of the 212 jet when the armor is raised. A spring 228 biases the armature 218 downwards, pressing the needle 224 against a needle valve seat 229 at the inlet 226 until the armature is raised by an energizing current pulse provided to the solenoid 222. Vertical or other guides (not shown) can be incorporated in the armature 218 and the interior surfaces of the housing 202 so that the needle 224 is held in a precise position with respect to the seat 229 when the armature is activated downwardly and upwardly. As set forth, the fuel channel 230 provides fuel to the interior of the housing 202 through the opening 232, from which the pressurized fuel flows into the opening 226. To reduce the hydrostatic resistance when the armature moves up and down , the armor may be provided with openings, or it may be constructed as a box-like structure, as may be apparent from the Applicant's description for those skilled in the art. In addition, the skirt of the reinforcement can be shortened to extend on the tank, reducing its mass. In this case, the coil 222 can be properly positioned. As may be apparent from the Applicant's description, the armor and fuel valve can take many forms, the main feature is that a fuel metering valve was built in conjunction with a STAR TUBE ™, with or without an air tank , and everything as a compact, simple integral unit. In operation, and as stated, the pulses of the appropriately polarized current flow, which may be in the order of about 1-15 milliseconds or so, which depend on the motor fuel demand, are applied to the solenoid 222. Sensitive to these impulses, the armature 218 is raised against the polarization of the spring 228, releasing the fuel through the opening 226 for a duration approximately equivalent to the duration of each pulse. Just before or concurrently with each pulse, an inlet valve in the engine opens and an associated piston begins the downward travel of the intake stroke, creating a temporary vacuum impulse in the intake manifold. This temporary vacuum pulse causes the air in the air reservoir 216 (when provided) to precipitate down through the STAR TUBE ™ and out of the port 238. In addition, such a temporary vacuum pulse in combination with the pressure in the Fuel channel helps vaporize the lighter components of the fuel, which develops more carrier gas and steam and cools and saturates the air in the STAR TUBE ™ as described above. Jet fuel droplets 212 are brought along with the air precipitation together with the lighter vaporized components of the fuel from the tank 126 and processed as described above by plates 210 in Star. After you close the intake valve, the partial vacuum pulse is removed and the air fills the STAR TUBE ™. Thus, in this embodiment, an external supply of gas or air need not be provided to the STAR TUBE ™ and the entire assembly 200 can be constructed in a more compact form, possibly as short as the length of a conventional fuel injector. In these embodiments that do not use an external carrier gas, it may be that after a short period of operation, and particularly at the highest engine RPM, the tank 216 is filled with fuel vapor that can simply swing back and forth. at each engine stroke, with all the fuel vapor never really leaving the tank clean. In this case, the fuel-saturated environment of the lighter component in the tank helps to avoid further evaporation of the heavier component fuel droplets. Of course, since the lighter fuel components ignite inside the vapor when released from the pressure in the fuel channel, the newly formed fuel vapor displaces any remaining fuel vapor in the STAR TUBE ™ along with the droplets of heavier component. Figures 7a and 7b each show an integral device similar to that of Figure 7, except that in Figure 7a the reservoir is narrower and in line with the STAR TUBE. In Figure 7b, there is only a very small deposit or none, the STAR TUBE ™ is directly below a fuel valve. This mode is functionally the same as the one tested on the ROTORWAY ™ helicopter. In addition to the designs described herein, it should be apparent from the Applicant's description to someone skilled in the art that the combined fuel jet / STAR TUBE ™ can take many forms. For example, a fuel distribution tube may extend generally perpendicular to the STAR TUBE ™, or at an angle above the top of the STAR TUBE ™, to inject liquid fuel at a point just above the first Star Plate. The closed gas / vapor tank above the top of the STAR TUBE ™ can provide the carrier gas and steam as described in the intake stroke, or the fuel can be heated to ignite part of the fuel within the vapor to provide carrier gas. Also, a fuel injector spout can be mounted adjacent to the top of the STAR TUBE ™ to distribute fuel on top of the STAR TUBE ™ and in a direction generally perpendicular to the STAR TUBE ™. In this embodiment, the fuel injector portion can be fabricated along the STAR TUBE ™ so that the assembly can be wider and shorter than the embodiments of Figures 7, 7a and 7b. Of course, in these embodiments a tube or spout can also be extended to direct the fuel approximately coaxially in the STAR TUBE ™. Also shown in Figure 7b, and by way of example, there is a small heater or heating element 205 located or mounted in an outer upper region of the assembly 204 for heating liquid fuel just before the fuel passes through the valve of needle This or a similar modality can be used in cold environments where less fuel is ignited inside the steam that can otherwise reduce the flow of carrier gas through the STAR TUBE ™. Here, such a mode may be useful in an aviation context where a heater such as heater 205 may be used continuously at a higher, colder altitude, and SHUT DOWN at lower, warmer altitudes. Of course, such a heater can be used in a land vehicle traveling between cold and warm climates. Also, such a heater can be used initially when a cold engine is started to develop more carrier / vapor gas, which in turn causes more flow through the STAR TUBE ™ that breaks down the cold liquid fuel into smaller droplets that are easier to light. As it is observed in the previousWhen cold engines are started, relatively large amounts of pollution occur due to the poor combustion properties of cold fuel in a cold engine. Additionally, such heating of the fuel may be beneficial in engines heated by heavier fuels that do not readily ignite within the vapor, such as fuel for combustion turbines, in order to cause more parts of the fuel to ignite within the vapor or otherwise cause the fuel to ignite easier. In this mode, the fuel can be heated continuously, or heated only when needed to effect the faster burning of the fuel with little or no generation of contaminants.

Although a heater is shown within assembly 200 of Figure 7b, it should be apparent from the Applicant's description to one skilled in the art that various embodiments including fuel heating may be implemented. For example, the entire assembly 200 can be insulated and heated as by wrapping an external heating element around the assembly, or the fuel can be heated in the fuel channel or in a connection region between the fuel channel and the assembly 200. Alternatively, the larger volume of the fuel within the assembly 200 may be heated, such as by providing a heating element near the solenoid 222, or a heating element may be incorporated in the solenoid 222. In addition, the tube 212 may be heated to ignite a portion of the fuel inside the vapor to develop the carrier gas, or the STAR TUBE ™ portion itself can be heated to ignite a portion of the fuel within the vapor. Alternatively, as shown by the shaded lines in Figure 7b, part or all of the fuel can be sprayed directly from the fuel metering valve directly onto a heated screen, perforated plate or similar heater 207 to evaporate a portion of the fuel to develop the fuel. Carrier gas just before processing the rest of the liquid fuel through STAR TUBE ™. Different fuels that are more volatile than gasoline can also be used together with a STAR TUBE ™ system. For example, cryogenic fuels such as liquefied propane or liquefied natural gas, and possibly hydrogen, can be used. Here, a liquid-to-liquid reduction regulator can be used so that the fuel outlet pressure can be regulated approximately 2.8148 kg / cm2 (40 psi) more or less, with the fuel lines carrying this lower pressure that is thermally insulated so that the lowest pressure fuel is kept in a cooled and liquid state. Any steam developed in the fuel lines can be returned to the tank. In this case, a standard fuel injector or similar metering valve can be used to distribute the cooled liquid fuel. The operation can be the same as with gasoline, with a portion of the liquid fuel igniting inside the vapor, saturating the STAR TUBE ™ environment with hydrocarbon gas and also cooling the mist of droplets, stabilizing the droplets and delaying the additional evaporation of the droplets until they burn. As may be apparent from the Applicant's description, there are many ways in which an integral unit containing a STAR TUBE ™ and fuel injector or fuel valve, or other droplet generator such as those previously described, can be configured, with or without a discrete air / gas reservoir. Also, the size of the deposit and distance between the star plates can be adjusted to an established size and distance to take advantage of a particular RPM margin of an engine, or it can be adjustable "on the fly" to be adjusted through a margin. RPM of the engine to help or facilitate the expansion of an engine power band. Such variations or adjustments of the deposit size and / or distance between the star plates may be in accordance with the harmonic or resonance of the air column within the star tube, and possibly together with the resonance of the reservoir, to make the flow gas through the more efficient STAR TUBE ™, improve fuel flow or increase or decrease gas pressure peaks in the STAR TUBE ™ and the tank (where it is used). Such tuning can generally be similar to the tuning of exhaust systems to be able to make air flow through the engine more efficient. Thus having described the invention and the manner of its use, it should be apparent to those skilled in the art to which the invention pertains, that incidental changes may be made thereto, which fall approximately within the scope of the following claims annexes.

Claims (30)

1. CLAIMS 1. A liquid fuel distribution system for distributing liquid fuel to the apparatus for using power produced from the burning of liquid fuel, the liquid fuel distribution system, characterized in that it comprises: a source of the liquid fuel, a fuel measuring device Liquid coupled to the source of the liquid fuel and providing metered quantities of the liquid fuel, a closed liquid fuel mist producing device coupled to the liquid fuel measuring device and receiving measured quantities of the liquid fuel, the mist producing device of liquid fuel configured to process the measured quantities of the liquid fuel in a mist of fuel droplets of a predetermined maximum size and provides the haze of fuel droplets of a predetermined maximum size to the apparatus.
2. 2. The liquid fuel distribution system according to claim 1, characterized in that the predetermined maximum size of the fuel droplets is approximately 50 microns in diameter, with the fuel droplets being predominantly in a range of approximately 10 microns or more. less until approximately 30 microns more or less.
3. 3. The liquid fuel distribution system according to claim 2, characterized in that the liquid fuel measuring device and closed liquid fuel mist producing device are incorporated in a simple unitary housing communicating with an induction flow of the apparatus. The liquid fuel distribution system according to claim 2, characterized in that the liquid fuel measuring device and the liquid fuel mist producing device are separate discrete components sealed against any external gas source. The liquid fuel distribution system according to claim 3, characterized in that the liquid fuel mist producing device comprises a tube having a plurality of turbulence induction devices therein. The liquid fuel distribution system according to claim 5, characterized in that each turbulence induction device of the turbulence induction devices comprises a disk having a central opening. The liquid fuel distribution system according to claim 6, characterized in that each disk further comprises slits extending away from the central opening. 8. The liquid fuel distribution system according to claim 6, further characterized in that it comprises a gas reservoir communicating with the tube. 9. The liquid fuel distribution system according to claim 8, characterized in that the liquid fuel is injected into one end of the tube communicating with the gas reservoir. The liquid fuel distribution system according to claim 6, further characterized in that it comprises a liquid fuel heater that causes a portion of the liquid fuel to ignite within the vapor when released from the liquid fuel measuring device. The liquid fuel distribution system according to claim 2, characterized in that the liquid fuel measuring device and the liquid fuel mist producing device are part of a gasoline engine. The liquid fuel distribution system according to claim 2, characterized in that the liquid fuel measuring device and the liquid fuel mist producing device are part of a turbine or jet engine. 13. A liquid fuel processing and distribution apparatus used in combination with an internal combustion engine, characterized in that it comprises: at least one combustion region for the internal combustion engine, an induction air flow for at least one combustion region of the internal combustion engine, a source of the liquid fuel, at least one device of liquid fuel measurement coupled to the liquid fuel source, the liquid fuel measuring device distributes measured quantities of liquid fuel in an almost stoichiometric ratio to the induction air flow for at least one combustion region, a distribution of limited size droplets of liquid fuel coupled to receive measured quantities of liquid fuel to distribute a stabilized mist of liquid fuel droplets having a maximum predetermined size for the induction air flow, a housing enclosing the liquid metering device. fuel and fuel l liquid, the droplet production device of limited size, which incorporates the liquid fuel measuring device and the droplet producing device of limited size liquid fuel into a single discrete component, so that when the stabilized droplet of liquid droplets Liquid fuel having a predetermined maximum size is ignited in the combustion region, the droplets of liquid fuel burn completely within the almost stoichiometric ratio. The liquid fuel processing and distribution apparatus according to claim 13, characterized in that a device for producing droplets of limited size liquid fuel produces liquid fuel droplets of less than about 50 microns in diameter. 15. The liquid fuel processing and dispensing apparatus according to claim 13, characterized in that the limited size liquid fuel droplet producing device produces liquid fuel droplets predominantly within a range of approximately 10-30 microns in diameter . The liquid fuel processing and distribution apparatus according to claim 13, characterized in that the mist of liquid fuel droplets is cooled by evaporation of part of the liquid fuel to effect the stabilization thereof. 17. The liquid fuel processing and distribution apparatus according to claim 13, characterized in that the liquid fuel limited size droplet producing device further comprises a tube containing at least one turbulence induction device, the tube it receives the measured quantities of liquid fuel at one end and provides the stabilized mist of liquid fuel droplets of a predetermined maximum size from an opposite end. The liquid fuel processing and dispensing apparatus according to claim 17, characterized in that one end of the tube receiving measured quantities of liquid fuel is provided with a gas reservoir. 19. The liquid fuel processing and distribution apparatus according to claim 18, characterized in that the gas reservoir and one end of the tube are closed to the external gases. The liquid fuel processing and distribution apparatus according to claim 17, characterized in that the turbulence induction device further comprises a disk having an opening generally located at a center of the disk. 21. The liquid fuel processing and distribution apparatus according to claim 20, characterized in that the disk has a plurality of slits extending away from the opening. The liquid fuel processing and dispensing apparatus according to claim 21, characterized in that the disc edges form slits which are configured to angularly direct the flow of gas through the slits so that the gas flow and the gas flows through the slits. droplets spiral in through the tube 23. The liquid fuel processing and distribution apparatus according to claim 14, further characterized in that it comprises a fuel heater for heating the liquid fuel by means of which a portion of the heated liquid fuel is ignited within the vapor when it is released by the fuel metering device. 2
4. 4. A fuel distribution system for an internal combustion engine having an engine controller for controlling a flow of liquid fuel in accordance with the induction air flow and characterized in that it comprises: a pressurized supply of liquid fuel, so less a fuel measuring and processing apparatus further comprising: a housing coupled to the pressurized supply of liquid fuel, a liquid fuel measuring device within the housing and responsive to the motor controller to provide measured quantities of the liquid fuel in a nearly equal ratio stoichiometric with the induction air flow, a liquid fuel mist producing device in the housing, the liquid fuel mist producing device receives the measured quantities of liquid fuel from liquid fuel measuring device, and processes the quantities me liquid fuel droplets in a liquid fuel droplet of a predetermined maximum size, the liquid fuel droplet mist provided to the induction air flow. The fuel distribution system according to claim 24, characterized in that the maximum predetermined size of the liquid fuel droplets is approximately 50 microns, with the droplets of fuel in the liquid fuel droplet haze being predominantly dimensioned in a range of approximately 10 microns to approximately 30 microns. 26. The fuel distribution system according to claim 25, characterized in that the liquid fuel mist production device comprises a tube that contains at least one turbulence induction device, the tube receives the measured quantities of the liquid fuel at one end thereof and provides the mist of liquid fuel droplets of a predetermined maximum size to the induction air flow from an opposite end thereof. The system according to claim 26, characterized in that the tube is configured having a carrier gas reservoir within which measured quantities of liquid fuel are provided. 28. The fuel distribution system according to claim 27, further characterized in that it comprises a fuel heater for heating the liquid fuel. 29. The fuel distribution system according to claim 28, characterized in that the fuel heater is operated intermittently. 30. The fuel distribution system according to claim 28, characterized in that the fuel heater is operated continuously. RESU M IN A device that incorporates a sealed fuel metering device and fuel processing device to produce a stabilized haze of fuel droplets 50 microns in size and less than when mixed with air. Fully burned combustion, reduce or reduce detonation (ignition noise) in internal combustion engines and reduce the octane requirements in the fuel. The apparatus may include a carrier gas reservoir closed to the external carrier gases. A heater can be used to ignite within the vapor a portion of the liquid fuel to develop a carrier gas. In modalities for jet or turbine engines, the purged gas from the engine can be used to provide the carrier gas through a fuel processor or the fuel can be heated by the heater to ignite part of the fuel within the vapor to provide the gas carrier through the fuel processor to produce the stabilized haze of fuel droplets.