PH12014000205A1

PH12014000205A1 - A device for preheating fuel and cooling liquid in an internal combustion engine system

Info

Publication number: PH12014000205A1
Application number: PH12014000205A
Authority: PH
Inventors: Elvis E Selisana
Original assignee: Elvis E Selisana
Priority date: 2014-07-30
Filing date: 2014-07-30
Publication date: 2015-05-11

Abstract

To address the problem of safety commonly associated with the use of fuel preheating and cooling devices in internal combustion engines, the device of the invention is disclosed. The disclosed device comprises an intervening space within an enclosed body, a first fluid circuit having an inlet and outlet disposed through first and second portions of the body for passage of fuel, and a second fluid circuit having an inlet and outlet disposed through third and fourth portions of the body for passage of preheated liquid. Heat energy is emitted into the intervening space when the preheated liquid is passed through the second fluid circuit. The emitted heat energy is transferred from the preheated liquid of higher temperature to the fuel of lower temperature through molecules interacting in the intervening space when the fuel and the preheated liquid are simultaneously passed through the first and second fluid circuits, respectively. The liquid passing through the second fluid circuit is incapable of occupying the intervening space. The transferred heat energy is sufficient to expand the fuel at a temperature close to the temperature of the pre-heated liquid being passed through the inlet of the second fluid circuit and by an amount effective to achieve an accelerated fuel combustion in an internal combustion engine.

Description

BE

A DEVICE FOR PREHEATING FUEL AND COOLING LIQUID IN AN INTERNAL

COMBUSTION ENGINE SYSTEM

SPECIFICATION

TECHNICAL FIELD

The invention generally relates to devices suitable for use in preheating fuel and cooling liquid in an internal combustion engine system. More specifically, the invention relates to such a device arranged to expand fuel in such a manner that, when the expanded fuel is mixed with air and introduced into an internal combustion engine, a more complete combustion is achieved.

BACKGROUND OF THE INVENTION

Efficiency in fuel combustion remains a subject of many research works in order to provide vehicle owners with various advantages such as better fuel economy and to help in the prevention of environmental pollution. In an internal combustion engine where fuel is vaporized and mixed with air for combustion, such efficiency is commonly achieved by preheating the fuel.

An example of a fuel preheating device is disclosed by Joseph J. Crossett and Mark C. Crossett in their U.S. Patent No. 4,700,047 filed with Unites States ;

Patent and Trademark Office on 23 May 1986 and granted on 13 October 1987. :

This fuel preheating device includes a heating coil inside a heat exchanger through which the engine coolant or engine oil is passed. The diesel fuel is j passed through the heating coil which is immersed in the engine coolant thereby raising the temperature of the fuel to a predetermined desired temperature after which the heated and now expanded fuel is introduced into the engine. The coolant is introduced into the heat exchanger through a spray tube extending along the bottom of the unit, and this agitates the coolant over and around the heat exchange coil to increase the heat exchange rate. While fuel preheating may be achieved with efficiency using this prior art preheating device, the hot water which builds up inside this preheating device causes the outer surface thereof to become extremely hot which is generally not safe if a human comes in contact with the preheating device. Moreover, the natural wear and tear characteristics of most materials may cause the water to leak out of this prior art preheating device which, in turn, may cause malfunctioning of a cooling system of any given internal combustion engine. It can be surmised that a problem exists with this prior art preheating device, and that problem is generally associated with the overall safety of human and engine cooling system subjects when said prior art preheating device is in use.

SUMMARY OF THE INVENTION

The present invention provides a device that is suitable for use in preheating fuel and cooling liquid in an internal combustion engine system. The device comprises, among others: (1) an intervening space within an enclosed body; (2) a first fluid circuit having an inlet and outlet for passage of fuel, wherein said fuel inlet is disposed through a first portion of said body while said fuel outlet is disposed through a second portion of said body; and (3) a second fluid circuit having an inlet and outlet for passage of preheated liquid, wherein said liquid inlet is disposed through a third portion of said body while said liquid outlet is disposed through a second portion of said body.

The device has an arrangement wherein heat energy is emitted into the intervening space by the pre-heated liquid when the preheated liquid is passed through the second fluid circuit, wherein the emitted heat energy is transferred from the pre-heated liquid of higher temperature to the fuel of lower temperature through molecules interacting in the intervening space when the fuel and the preheated liquid are simultaneously passed through the first and second fluid circuits, respectively. The liquid passing through the second fluid circuit is incapable of occupying the intervening space. The transferred heat energy is sufficient to expand the fuel at a temperature close to the temperature of the pre-heated liquid being passed through the inlet of the second fluid circuit and by an amount effective to achieve at least an accelerated fuel combustion in an internal combustion engine.

The arrangement of the device also provides that the preheated liquid passing through the second fluid circuit is obtained from a water jacket system of an internal combustion engine and is then returned back to the same engine, wherein the preheated liquid passing out of the outlet of the second fluid circuit has a reduced temperature. The provision of the reduced temperature of the liquid passing out of the outlet of the second fluid circuit in the direction of the engine ensures that the efficiency of the liquid in acting as a cooling agent is achieved.

Preferably, each of the temperature of the expanded fuel and the temperature of the preheated liquid is at the range of 50°C (or approximately 122°F) and 85°C (or approximately 185°F).

Preferably, the first fluid circuit includes a delaying mechanism for reducing flow speed of the fuel. The delaying mechanism may include a coil arrangement, at least one bulb-like structure, or a combination of both.

Preferably, each of the body, the inlet and the outlet of the first fluid circuit, and the inlet and the outlet of the second fluid circuit is made from at least a non-corrosive and thermally conductive material. The non-corrosive and thermally conductive material for the body, for example, is a stainless steel.

The non-corrosive and thermally conductive material for the inlet and outlet of each of the first and second fluid circuits, for example, is a brass copper.

The fuel that can be passed through the first fluid circuit may be a petrol or a diesel. In order to align the molecules of the expanded fuel passing out of ; the outlet of the first fluid circuit, one or more magnets may be positioned in a : desirable location along the length of the first fluid circuit.

For a better understanding of the invention and to show how the same may be performed, preferred embodiments thereof will now be described, by way of non-limiting examples only, with reference to the accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a perspective view of a device arranged for use in preheating fuel and cooling liquid according to a preferred embodiment of the invention.

Figure 2 is a view of exemplary internal components of the device of

Figure 1.

Figure 3 is a schematic diagram of an internal combustion engine system of a diesel engine showing an exemplary use of the device of Figure 1 according to a preferred embodiment of the invention.

Figure 4A is a schematic diagram of a conventional engine cooling system.

Figure 4B is a schematic diagram of an engine cooling system showing an exemplary use of the device of Figure 1 according to a preferred embodiment of the invention.

Figures 5 and 6 show perspective views of devices arranged for use in preheating fuel and cooling liquid according to alternative embodiments of the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

Referring to Figures 1 and 2, there are shown, respectively, a perspective view of a device arranged for use in preheating fuel and cooling liquid in an internal combustion engine system according to a preferred embodiment of the invention and a view of exemplary internal components of the device of Figure 1, wherein said device is generally designated by reference numeral 100. The device 100 mainly comprises an enclosed body 110 having a hollow interior, a first fluid circuit 120 preferably characterized by a bent tube, and a second fluid circuit 130 preferably likewise characterized by a bent tube.

Preferably, the enclosed body 110 is characterized by a rectangular section and has a top wall 112 and a bottom wall 114 which are joined by sidewalls 116.

The first fluid circuit 120 has an inlet 122 and an outlet 124 through which fuel can pass through. The fuel inlet 122 is disposed through a first portion 112a of the body 110 while the fuel outlet 124 is disposed through a second portion 112b of the same body 110. The second fluid circuit 130 has its own inlet 132 and outlet 134 through which liquid can pass through. The liquid inlet 132 is disposed through a third portion 112c of the body 110 while the liquid outlet . 134 is disposed through a fourth portion 112d of the same body 110.

Preferably, each of the first portion 112a, the second portion 112b, the third portion 112c, and the fourth portion 112d is located at the top wall 112 of the enclosed body 110. Preferably, each of the fuel inlet 122 and the fuel outlet 124 forms part of an abbreviated portion of the bent tube associated with the first fluid circuit 120. It is likewise preferable that each of the liquid inlet 132 and the liquid outlet 134 forms part of an abbreviated portion of the bent tube associated with the second fluid circuit 130. The enclosed body 110 in which portions of the first and second fluid circuits 120, 130 are contained has an intervening space 110a which is characterized by the hollow interior.

Preferably, each of the enclosed body 100, the fuel inlet 122 and fuel outlet ] 124 of the first fluid circuit 120, and the liquid inlet 132 and liquid outlet 134 of the second fluid circuit 130 is made from at least a non-corrosive and thermally conductive material. More preferably, the non-corrosive and thermally conductive materials of the enclosed body 110 is a stainless steel while that of each of the inlets 122, 132 and outlets 124, 134 is a brass copper.

When a preheated liquid is passed through the second fluid circuit 130, ] there is a heat energy being emitted into the intervening space 110a by the preheated liquid. This heat energy which is contained in the intervening space 110a is not able to escape out of the enclosed body 110 instantly since the intervening space 110a is defined by the hollow interior of the enclosed body 110. When the fuel is passed through the first fluid circuit 120 and the liquid is passed through the second fluid circuit 130 in a simultaneous manner, the heat energy is transferred from the pre-heated liquid of higher temperature to the fuel of lower temperature through molecules interacting in the intervening space 110a. The liquid passing through the second fluid circuit 130 is incapable of occupying the intervening space 110a.

The transferred heat energy is sufficient to expand the fuel at a temperature close to the temperature of the pre-heated liquid being passed through the liquid inlet 132 of the second fluid circuit 130. The transferred heat energy is also sufficient to expand the fuel by an amount effective to achieve at least an accelerated fuel combustion in an internal combustion engine. As will be shown in greater detail in the succeeding disclosures associated with the invention, the device 100 is arranged such that the preheated liquid passing through the second fluid circuit 130 is obtained from a water jacket system of an internal combustion engine and is then returned back to the same engine, wherein the preheated liquid passing out of the liquid outlet 134 of the second fluid circuit 130 has a substantially reduced temperature. Preferably, the device 100 includes a magnet 140 positioned in a desirable location along the length of the first fluid circuit 120, such as in a location proximate to the fuel outlet 124. The preheated fuel passes through this magnet 124 and hence through the magnetic field created by the magnet 124 which, as a result, the molecular structures of the fuel can be lined up.

Referring to Figure 3, there is shown a schematic diagram of an internal combustion engine system of a diesel engine showing an exemplary use of the device 100 according to a preferred embodiment of the invention. In use, the device 100 may be mounted in a fuel circuit "F" between a fuel filter 200 and a i fuel pump 300, and in a water circuit "W" between a radiator 400 and a diesel engine 500 of the internal combustion type commonly installed in land vehicles.

The fuel circuit "F" is typically characterized by a flow of fuel from a fuel tank 600, to the fuel filter 200, then to the fuel pump 300, then to a fuel injector 700 and finally to the engine 500 where the combustion takes place. The water circuit "W" is typically characterized by a flow of water from the radiator 400 to the engine 500. Under normal circumstances, water is supplied to the engine 500 from the radiator 400 in order to maintain a certain range of working temperature of the engine 500. Simply put, the water from the radiator 400 acts as a coolant agent of the engine 500, among others. The device 100 is arranged such that the water from a water jacket system of the internal combustion engine 500 enters through the water inlet 132 of the device 100 and exits through the water outlet 134 of the same device 100. The device 100 is further arranged such that the fuel from the fuel filter 200 enters through the fuel inlet 122 of the device 100 and exits through the fuel outlet 124 of the same device 100.

Under normal circumstances, the average temperature of fuel in the fuel filter 200 originating from the fuel tank 600 is about 38°C (or approximately 100.4°F), depending on various external factors to which the fuel tank 600 or the fuel itself is subjected; whereas, the average temperature of water originating from the water jacket system of the engine 500 is in the range of about 50°C (or approximately 122°F) and about 85°C (or approximately 185°F), depending also on various factors such as the operating time of the engine 500 and the environment to which the engine 500 is exposed. The water from the water jacket system of the engine 500 is therefore preheated at said range of temperature. When the engine 500 starts to operate and fuel is subsequently pumped by the fuel pump 300 in the direction of the engine 500 from the fuel tank 600, the flow of fuel in the fuel circuit "F" will pass though the fuel inlet 122 of the device 100. If and when the engine 500 reaches a certain temperature, the radiator 400 normally supplies water to the engine

500 through the water circuit "W" so as to enable the engine 500 to operate at an optimum range of temperature, whereby the engine can continue to perform its function without overheating in an instance. Once the water is supplied by the radiator 400 in the direction of the engine 500, the flow of water in the water circuit "W" will pass through the water inlet 132 of the device 100.

While the fuel is flowing along the fuel circuit "F" and while the water is flowing along the water circuit "W," the flow of the fuel and the flow of the water will become simultaneous at some point, after a certain period of operation of the engine 500. When this simultaneous flowing of the fuel and water takes place in their respective circuits inside of the device 100, heat exchange then occurs instantaneously between the fuel of lower temperature and water of higher temperature through the intervening space of the device 100 as clearly shown in Figure 2. In such a case, a certain amount of heat energy is therefore transferred from the preheated water to the fuel. This heat energy preheats the fuel flowing from the fuel inlet 122 through the fuel outlet 124 of the device 100. The preheated fuel, upon exiting through the fuel outlet 124 of the device 100 may reach a temperature close to temperature of the preheated water, a temperature that ranges from about of 50°C (or approximately 122°F) to 85°C (or approximately 185°F). At this range of temperature, it was found out that the transferred heat energy from the water to the fuel is sufficient to expand the fuel by an amount effective to achieve at least an accelerated fuel combustion in an internal combustion engine.

Depending on the type of fuel and on the actual temperature of the fuel by the time it exits through fuel outlet 124 of the device 100, the fuel may expand by about 5% to about 15% in volume.

Referring now to Figures 4A and 4B, there are shown, respectively, a : schematic diagram of a conventional engine cooling system and a schematic diagram of an engine cooling system showing an exemplary use of the device ;

100 according to a preferred embodiment of the invention. Under normal circumstances, such an engine cooling system comprises, among others, the radiator 400 and the engine 500. The flow of water in the water circuit "W" starts from the radiator 400 through its lower radiator outlet fitting 410 to the water pump inlet 510 of the engine 500. In between of the lower radiator outlet fitting 410 and the water pump inlet 510 is a barbed tee fitting 412. The lower radiator outlet fitting 410 is connected with the barbed tee fitting 412 through a first hose "H1" while the water pump inlet 510 is connected with the barbed tee fitting 412 through a second hose "H2." The water that enters the water pump inlet 510 of the engine 500 exits the same engine 500 through the coolant outlet 512 of the engine 500. The flow of water in the water circuit "W" then continues from the coolant outlet 512 to the upper radiator inlet fitting 414 of the radiator 400. In between of the coolant outlet 512 and the upper radiator inlet fitting 414 is a connection fitting 516. The connection fitting 516 is connected with the coolant outlet 512 through a third hose "H3" and with the upper radiator inlet fitting 414 through a fourth hose "H4." Above the connection fitting 516 arranged is a bypass thermostat 800 in which one end of the hose "H4" opposite the other end of the same hose "H4" that is connected with the upper radiator fitting 414 is attached. It is well known in the art that such a bypass thermostat 800 is designed to prevent the water from the water jacket system of the engine 500 from returning to the radiator 400 until the engine 500 reaches a certain operating temperature. Once this operating temperature has been achieved by the engine 500, the bypass thermostat 800 opens and the water from the water jacket system of the engine 500 continues to circulate to and from the radiator 400. While the thermostat 800 is closed, the water from the engine 500 continues to flow back to the engine 500 through a bypass hose "H5."

Conventionally, as shown solely in Figure 4A, there is the bypass hose "H5" connecting the connection fitting 516 and the barbed tee fitting 412. It is well known in the art that such a bypass hose "H5" is designed to allow circulation of sufficient amount of water from and to the engine 500 when the thermostat 800 is closed and, further, to restore regular circulation of water from and to the engine 500 when the thermostat 800 opens. In other words, there is a continuous flow of water to and from the engine 500 through the bypass hose "H5" regardless of whether the thermostat 800 is open or closed.

As is known in the art, this configuration prevents the engine 500 from experiencing overheating. In the exemplary use of the device 100 of the invention, as shown solely in Figure 4B, the bypass hose 500 as shown in

Figure 4A is removed and is replaced by the device 100 which acts as a bypass hose in its entirety. Preferably, the water inlet 132 of the device 100 is connected with the connection fitting 516 through a hose "D1" and with the barbed tee fitting 412 through a further hose "D2." In such arrangement, the preheated water obtained from a water jacket system of the internal combustion engine 500 is then directed back to the engine 500, wherein the preheated water flowing through the water outlet 134 of the device 100 has a substantially reduced temperature. This reduced temperature of the water is sufficient to operably cool the engine 500.

Use of the device 100 in preheating fuel and cooling water in an internal combustion engine system provides several advantages. Firstly, since water is incapable of occupying the intervening space defining the hollow portion of the device 100, then it unlikely that the outer surface of the device will achieve a temperature that may harm humans once they come in contact with the device 100 and there is no chance for the water to leak out of the device 100 since it is contained separately inside the same device 100. This thereby ensures safety of human and internal combustion engine system subjects. Secondly, since all of the components of the device 100 is preferably made from non-corrosive materials, then the life span of the device 100 is considerably long enough to ; operate until the vehicle to which it is attached is no longer functional. Thirdly, since all of the components of the device 100 is preferably made from thermally conductive materials, efficiency of the heat exchange between the preheated water and the fuel in the intervening space inside the device 100 is therefore ensured. Fourthly, the construction of the device 100 is inexpensive as only few steps are involved in the manufacturing process associated with the manufacturing of the device 100, some of which are cutting for forming the body, bending for forming the fluid circuits, drilling for forming holes through the body, and sealing for forming a substantially fluid and air tight enclosure associated with the body. Finally, and although the disclosed embodiments of the invention pertain to diesel engine of a land vehicle, it is also possible that the device 100 may be adapted for use in petrol engine. Furthermore, it is possible that the device according to the invention may be used in marine engines. All these variations in the use of the claimed invention can be achieved as long as the principles of heat exchange between a preheated water of high temperature and a fuel of lower temperature in an intervening space and of the water being incapable of occupying the intervening space remain intact. Finally, and most importantly, the combined effect of the preheating the fuel and passing the fuel along one or more magnets results in an accelerated, much improved, and more complete combustion in an internal combustion engine. As there is a strong likelihood that the molecular structures of the fuel are altered and disoriented when the fuel is subjected to preheating process, the ability of the fuel to become receptive to oxygen may be impaired.

It is therefore desirable to line up the disoriented molecules of the preheated fuel. Passing the fuel through this magnet lines up the molecular structures of the preheated fuel. In turn, this results in an improved efficiency in the course of mixing air and fuel for complete combustion purposes.

If and when a more complete combustion is achieved in any internal combustion engine, it is well known in the art that various advantages such as better fuel economy and prevention of environmental pollution can also be reasonably achieved. It was found out that, upon installing device 100 in the internal combustion systems of a number of vehicles with varying age, the smoke opacity readings associated with said vehicles range from 0.45 to 0.78.

Most of the old-aged vehicles produce an smoke opacity reading of about 3.0 - 5.0 which is a clear indication of environmental pollution. Optical properties of petrol and diesel smokes can be measured using smoke opacity instruments.

Increasing smoke opacity levels correlate with poor vehicle maintenance or inherently with aging vehicle, and high smoke opacity readings in land vehicles commonly indicate that emissions made by these vehicles contribute to air poliution. Therefore, an opacity reading of 0.45 with a vehicle in which the device 100 is installed, for example, as compared with opacity reading of 3.0 of another vehicle without the device 100 demonstrates the notable advantage of using the device 100, among others.

Referring now to Figures 5 and 6, there are shown perspective views of devices arranged for use in preheating fuel and cooling liquid in an internal combustion engine system according to alternative embodiments of the invention. In one alternative embodiment of the invention, the first fluid circuit 120 includes a delaying mechanism 120a for reducing flow speed of the fuel.

This delaying mechanism 120a may include a coil arrangement "C" as shown in : solely in Figure 5, or at least one bulb-like structure "B1," "B2" as shown in

Figure 6. A combination of the coil arrangement "C" and the bulb-like structure "Bl," "B2" may also be arranged suitably. It should be understood that the second fluid circuit 130 may also be arranged to include one or both of these coil arrangement "C" and the bulb-like structure "B1," "B2" to prevent the flow of water. The delay in the flow of either the fuel or the water or both of the fuel and the water ensures an optimum heat exchange process.