US3118496A - Heavy fuel vaporizer for internal combustion engines - Google Patents

Description

J n- 21, 1964 w. VANDENBOSCH ETAL 3,113,495

mam FUEL VAPORIZER FOR INTERNAL COMBUSTION ENGINES Filed July 26, 1960 2 Sheets-Sheet 1 Fl (3. l.

":3 20 5 1.. \II J.

5 k t I: I

FIG. 2.

INVENTORSI WILLIAM VANDENBOSCH JAMES W. COMBE A VS.

Jan- 1964 w. VANDENBOSCH ETAL 3,118,496

HEAVY FUEL VAPORIZER FOR INTERNAL COMBUSTION ENGINES 2 Sheets-Sheet 2 INVENTORS: DENBOSCH ATTYS.

Filed July 26.

United States Patent F 3,118,496 HEAVY FUEL VAPORIZER FOR INTERNAL COMBUSTidN ENGINES William Vandenhosch and James W. (Iemhe, Glenside,

Pa, assignors to Manufacturers Machine (Iorporation,

Bala Cynwyd, Pa, a corporation of Pennsylvania Filed July 26, 1960, Ser. No. 45,451 6 Claims. (Cl. 16552) The present invention relates broadly to a device for preparing heavy and relatively cheaper grades of fuel for use in internal combustion engines, and constitutes an improvement over the mechanism shown in US. Patent No. 2,617,633, of November 11, 1952.

Heretofore, devices have been proposed for using heavy fuels or oils such as kerosene or the like in internal combustion engines utilizing various types of carburetors or Vaporizers. These devices function mainly on the principle of converting the liquid fuel into a vapor or mist. it has been found, however, that such prior devices were not entirely satisfactory and were unable to handle lower grade, less volatile oils due primarily to the fact that the combustible mixture was introduced into the cylinder in the form of a mist and not as a true gas.

It is a primary object of the present invention to produce a device which will operate to more satisfactorily prepare and present a combustible mixture to the engine utilizing a smaller quantity of vaporized oil particles coming from a heavy fuel carburetor and to additionally more thoroughly mix such gases with a greater amount of air to form a rapid, readily explosible homogeneous mixture. The present invention serves further to increase the volatility and hence increase the combustibility of the resultant gases so as to allow the use of a lesser quantity of heavy liquid fuel than used in prior known devices, such as described in the aforementioned U.S. patent.

Another object of the present invention is to provide a device which will permit the use of cheapest grades of fuel in an improved fashion, and in lesser quantities than heretofore possible.

A further object of the invention is to provide a device which, in operation, decreases the quantity of noxious exhaust fumes due to use of a lesser quantity of the heavy fuel, and thus serves to reduce noxious fumes in the atmosphere.

Additional objects and advantages of the present invention will be more readily apparent from the following detailed description of an embodiment thereof when taken together with the accompanying drawings in which:

FIG. 1 is an end elevational view of the mechanism of the present invention as applied to an internal combustion engine, parts being broken way for clarity;

FIG. 2 is a side elevational view of the device applied to an internal combustion engine, parts thereof being broken away for clarity;

FIG. 3 is a fragmentary longitudinal view, parts being broken away, of a fuel conveying duct passing through the exhaust manifold and adapted for gasifying and mixing of the fuel to form a gaseous volatile mixture for introduction into the engine;

FIGS. 410 inclusive are sectional views taken respectively on lines 4-4 to lil1 on PEG. 3 and FIG. 11 is a fragmentary enlarged sectional view through the tube of FIG. 3, showing details of construction.

Referring now more specifically to the drawings wherein an embodiment of the device is shown connected to an engine of a standard construction, which includes an engine block 2t) having a standard intake manifold 22 above which is mounted a carburetor at 24- adapted for supplying a standard fuel such as gasoline for the engine and lead it into the various cylinders in a normal manner.

3,ll8,4% Patented Jan. 21, 1964* It is to be understood that the particular type or size of engine shown and described herein is only for the purpose of example and any other type could be used. Mounted on the opposite side of the engine block 20 is an exhaust manifold 26 from which lead a plurality of individual passages 28 into the individual cylinders, and functioning as exhaust ports therefrom. It is to be noted that the exhaust manifold 26 is substantially larger in depth and dimensions from that normally utilized on internal combustion engines for the purposes of the present invention. If desired, of course, the intake manifold 22 and mechanisms secured thereto could be mounted on the same side as, and above, below or in any way adjacent to the exhaust manifold 26. A vent pipe 30 is connected into exhaust manifold 26 for connecting with a standard exhaust pipe or system and serves for venting of the exhaust gases after they have performed a necessary function in the improved fuel conditions of the present invention.

Exhaust manifold 26 is made sufficiently larger to accommodate a plurality of fuel conveying ducts 32 which include straight length duct portions 34 and return bends 36 at each end of the exhaust manifold 26. It has been found that the arrangement shown in the drawing is satisfactory for the purposes intended, namely, eight straight lengths 34 arranged in two vertical columns of four each, as best seen in FIG. 1. The return bends 36 are connected to the straight portions 34 at each end of the exhaust manifold to provide a continuous passage therethrough. One end of the fuel-conveying passage thus formed is connected by a pipe 38 to a carburetor 49 adapted for supplying a heavy fuel for the engine with or without the interposition of a shut-off valve or the like. The other end of the fuel-conveying passage formed by the various ducts is connected by a pipe 42 to a throat portion 44 between carburetor 24 and intake manifold 22. The arrangement of the fuel-conveying ducts 32 is such that all of the passage is disposed within the exhaust manifold 26 and vaporized fuel from the heavy fuel carburetor 40 will be intensely heated during passage through the exhaust manifold for a prolonged time as part of the improved method of conditioning such fuel for efficient operation in internal combustion engines. It will additionally be seen from the following description that a true gas is introduced into the internal combustion engine and which constitutes a proper mixture for ready combustibility and herein lies a substantial improvement over prior known devices. In effecting this end result, a plurality of diffusers and thermal absorption-conduction elements are arranged in and in connection with various of the straight duct portions 34. The arrangement and construction of these diffuser and thermal absorption-conduction element parts in conjunction with the various conduits will be more readily apparent from FIGS. 3-11 of the drawings. In FIG. 3 a fragment of one straight duct portion 34 is shown. These ducts are preferably formed of thin-walled, rapidly heat conducting stainless steel due to high temperature conditions in which they must operate, and also the corrosive action of the exhaust gases passing around them. As will be seen, a plurality of the rods 46 which can be either straight or bent, are inserted within the interiors of the conduits. These rods 46 have reduced end portions 48 which extend through openings 5% formed in the walls of the conduits in diametrically opposed positions. These rods are held in position by virtue of shoulders formed at the interior of the reduced end portions. Ceramic elements in the nature of balls have holes drilled therein, and as shown in FIG.

11, the reduced end portion 48 of the rod 46 is inserted 0 for transferring heat of the exhaust flames and gases from the retaining envelope described by the enlarged exhaust manifold via the ceramic elements 54 which are exposed directly thereto, through the rods 46 to the ceramic elements 56 which are mounted directly on rods 46 internally of the straight duct portions 34.

The ceramic element 56 and the portion of the rod 46 thus located within the straight duct portion 34- form the so-celled interpass diffusers. The ceramic elements Si and the portion of the rod 43 inserted in the holes 52 thus located outside of the straight duct portion 34 in the direct path of the exhaust flames and gases issuing from the exhaust valves and ports or passages 28 of the engine form the so-called thermal absorption-conduction elements.

One of the purposes of the intcrpass diffusers is to promote improved heating of the fuel mix which is more efficiently achieved in the device by reason of there being a more constant source of heat for the centrifugal heat transfer and distribution from the rods and ceramic elements 56 without detracting from a very efficient centripetal heat transfer and distribution inwardly through the walls of the fuel conveying duct 34.

The arrangement of the interpass diffusers and the thermal absorption-conduction elements shown in the drawing has been found satisfactory for the purposes intended. It will be seen that in the embodiment shown, there are seven rods arranged and which are so disposed that the center lines of the rods and the holes 5!) occur in a different angle in the circle presented by a cross section through the fuel conveying ducts 34. For this reason the center lines of the ceramic elements 56 vary for each rod assembly relative to the circumferential center line of the fuel conveying duct.

The inter-pass diffusers consisting of the rods 46 and ceramic elements 56 also serve the very important purpose of providing a more positive means for imparting a swirling motion to the mixture of fuel and air whereby it impinges against the hot sides of the fuel-conveying ducts 34 where the mixture is more thoroughly scrubbed and intermixed. This promotes a more efilcient heating of the mixture and results in a more homogeneous mixture. Additionally this action serves to increase the volatility of the mixture as well as conditioning or gasifying the heavy fuel. The ceramic elements preferably present a semi-circular face to the gas-air mixture to present a surface to the gases such as to part them into an irregular annular form. These members, however, need not be semi-circular as will appear hereinafter.

The arrangement of the rods and ceramic elements present heated surfaces to the fuel mixture passing any given location of the interpass diffuser in the fuel-conveying ducts and the several interpass diffuser combinations are so arranged that a greater quantity of the fuel mix will have been in contact with the heated surface of the rods and the ceramic elements as the mix progresses through the ducts.

The flow path of the air-gas mixture is from right to left through the duct 34 as seen in FIG. 3. It will be seen that the flow path as indicated by arrows 58 is quite irregular due to the interposition of the rods and ceramic elements. The angular disposition of the rods also varies as shown in FIGURES 4-10. The rod at the extreme right of conduit 34 has been rotated approximately 100 to the left of the vertical center line of the duct 34 and the ceramic element on this rod is approximately in the center line of the duct 34. The next succeeding rod, as shown in FIG. 5 has been rotated approximately 125 to the left of the vertical center line of the duct, and it is also to be noted that the ceramic element is located off the center line of the duct by approximately three times the diameter of the element and is located in the left half of the circle described by the circumference of the duct 34. The next succeeding rod shown in FIG. 6 has the ceramic element in the upper right-hand portion of the duct since 4 the rod has been swung approximately an additional 25 to the left from the p'cviously described axis shown in FIG. 5. By referring to the drawings, it will be seen that a sinuous path is formed by the placement of the rods and ti e ceramic elements thereon to thus present the eler. .its and the rods at different locations wihin the cross sectional area of the conduit.

The arrangement of the members including the ceramic elements 56 and rods 46 form within the fuel-conveying duct 34 what may be termed a mazecomplcx to the mass of the fuel mix to thereby impart a heating, swirling and scrubbing motion to the moving fuel mix and enhances the volatility of the explosive gases so that they are in a superior condition when they reach the intake valve ports of an internal combustion engine equipped with the improved device. This permits use of a lesser quantity of the low grade and cheaper fuels than could be used heretofore with a more efficient conditioning of the mixture. The ceramic elements 54, which are urrangcd on the exterior of the tube or conduit 34, are exposed to the exhaust flames and gases confined in the en largecl exhaust manifold 26 and are heated thereby as also are the external surfaces of the fuel-conveying ducts 34. It is known that certain ceramic materials, when heated, retain this heat for long periods of time as compared to certain other materials, and that certain ceramic materials are not consumed by high temperatures that would cause other materials to burn. As these ceramic elements 54 gain heat from the exhaust flames and gases, part of the heat is transferred through the elements and then into the rods 46 to which the ceramic elements are attached. A portion of this part of the heat travels through the rods and into the ceramic elements 56 which heat creates a uniformly high temperature not only exteriorly but intcriorly of the conduits 34 due to the inherent properties of the ceramics used to absorb and retain heat. There is thus provided a more ellicient means of imparting more and steadier heat to the explosive mix than heretofore, which further promotes the conditioning of the heavy fuel gases. This renders the explosive gases more volatile and thus permits the use of a lesser quantity of heavy liquid fuel and more air than heretofore.

While the hereinbefore described arrangement has utilized substantially spherical shaped ceramic elements, such is not necessary and other shapes could be used. For optimum results, it has been found that the size should be such that the maximum obstruction placed in the path of the oncoming gaseous fuel mix by each element should not be more than approximately 28% of the area of the cross section of the duct 34, or less than approximately 23% of the same. The elements additionally should be spaced at minimum distance from the interior walls of the fuel conveyor duct by approximately one and one quarter times the cross sectional distance through the mass of the element directly presented to the flow of the fuel mix. The fuel carrying ducts 34 likewise can he of different configruations so long as a proper heat transfer relationship and swirling action is imparted to the oncoming gases. Other orientations of the ducts within the enlarged exhaust manifold can also be used, although that shown has been found to give very good results.

As is known, a large percentage of the products of cornbustion issuing from the exhaust pipe of an internal combustion engine are noxious fumes consisting partly in the form of unburned hydrocarbons. It has been found that a further important aspect of the present invention is sub stantially reducing the noxious fumes issuing from the engine by virtue of the use of a lesser quantity of liquid fuel required for the functioning of the engine. The. portion of the hen absorbed and retained by the thermal absorption-conduction elements (48 and 54) exteriorly of the duct 34 promotes a further reduction in quantity of the noxious fumes issuing from the engine. The hot surfaces of the CCTnT'ilC elements 54 presented to the exhaust gases cause a portion of the unburned hydrocarbons to ignite and burn. This burning is not explosive because no compression is attendant and it creates additional heat to be absorbed and conducted by the thermal absorption-conduction elements (48 and 54).

The ceramic elements preferably are of a material which will not spall due to rapid changes in temperature for example from freezing to 1700 F. in a few minutes. Preferably, the ceramic elements are formed of an alumina powder (A1203). The alumina powder which can consist of approximately 99% of the end material in the element can be mixed with clay, sugar or other binder and water and ultimately shaped into balls or spheres or other configurations which are then air-dried to reduce their moisture content and fired in a high temperature kiln. Among the many characteristics of such ceramic the present invention utilizes the quality of its ability to retain a high percentage of the heat to which it is exposed and for a relatively long time, whereas other materials do not. The clay in the end product can be less than one half of one percent. If desired, both porosity and extended surface area can be obtained in the element by inclusion of walnut shell flour, corn meal or the like which burns off at high temperature of the kiln to thereby render the resultant mass porous and with an extended roughened surface.

If it is desired to further reduce the noxious fumes issuing from the vent pipe 3f? the thermal absorption-conduction ceramic 54 can be treated with a catalyst such as platinum black or zinc chloride. A similar reduction of the noxious fumes may be accomplished by increasing the amount of clay that is used as a binder with the alumina in preparing the elements 54. Apparently clays with a silica base and/ or containing some form of magnesia give optimum results. The ceramic elements 56 of the dirluser assembly on the interior of the duct 34 can be given a coating of lead or treated with phosphoric acid to improve the anti-knock and volatilie properties and prevent pro-ignition of the gases. A similar effect can be obtained if the ceramics 56 are formed from an alumina mix which has an amount of chromium oxide added thereto. Other admixtures such as zinc oxide apparently imparts the same effect to a lesser or greater degree.

The swirling, diffusing and eddying motion imparted to the gaseous fuel mix by the heated interpass diffusers consisting of the rods 46 and ceramic elements 5i: thereon can be readily seen from FIG. 3 of the drawings and it is the arrangement of the succeeding rods 46 in the flow path of the progressively increasingly gasifying mixture and the ceramic elements 56 thereon that causes this action. As the gasifying fuel mix progresses through the plurality of fuel conveying ducts 32 from the bottom pipe 38 to the top pipe 42 the mix is subjected to the prolonged conditioning treatment and becomes increasingly more volatile and ready for ellicient use in the compression chamber of the internal combustion engine because of the diffusing action of the interpass diffuser elements (46 and 56) as well as the progressively rising temperature in the maze complex as the mix rises in the gasifier device.

Manifestly minor changes in details of construction can be effected without departing from the spirit and scope of the invention and such will be readily apparent to those skilled in the art to which the invention pertains.

We claim:

1. In a heat exchange device adapted to form a gaseous volatile mixture from heavy fuels for introduction into an internal combustion engine, a casing having an inlet for receiving exhaust flames and gases from an internal combustion engine, and an outlet for the exhaust products spaced from said inlet, a fuel mixture conveyor duct arranged in said casing and having a fuel inlet at one end and a fuel outlet at its other end, a plurality of interpass diffusers mounted within said duct and a plurality of thermal absorption-conduction elements mounted externally of said duct in the path of flow of exhaust gases passing through said casing and being in direct heat transfer relationship with said interpass diffusers, said plurality of interpass diffusers being so constructed and arranged within said duct as to impart a swirling motion to a fuel mixture passing therethrough whereby it impinges against the hot sides of said duct where the mixture is scrubbed and intermixed.

2. In a heat exchange device as claimed in claim 1, said interpass diffusers comprising metal rods diametrically positioned in said duct and having ends thereof extending out of said duct, and heat retaining ceramic members on said rods in said duct in heat transfer relation therewith.

3. In a heat exchange device as claimed in claim 2, successive ones of said rods being angularly rotated with respect to a preceding one to impart a swirling motion to the fuel mixture.

In a heat exchange device as claimed in claim 3, said ceramic members being arranged on successive ones of said rods in a sinuous path through said duct.

5. In a heat exchange device as claimed in claim 4, and ceramic members on the extended ends of said rods and forming therewith the thermal absorption-conduction elements.

6. In a heat exchange device adapted to form a gaseous volatile mixture of heavy fuels for introduction into an internal combustion engine, a casing having an inlet for receiving exhaust flames and gases from an internal combustion engine, and an outlet for the exhaust products spaced from said inlet, a fuel mixture conveyor duct arranged in said casing and having a fuel inlet at one end and a fuel outlet at its other end, a plurality of elongated interpass diffusers mounted within said duct and spaced apart lengthwise thereof and a plurality of thermal absorption conduction elements mounted externally of said duct in the path of flow of exhaust gases passing through said casing and being in direct heat transfer relationship with said interpass diffusers, said elongated interpass diffusers being diametrically positioned in said duct and each successive one being progressively angularly staggered in one direction relative to adjacent interpass diffusers to provide a predetermined path for the fuel mixture passing therethrough so as to impart a swirling motion thereto whereby the fuel mixture impinges against the hot sides of said duct where the mixture is scrubbed and intermixed.

References Eited in the file of this patent UNITED STATES PATENTS 305,713 Ryan Sept. 23, 1884 521,476 Reader Tune 19, 1894 1,148,546 Shaw Aug. 3, 1915 1,765,970 Derry June 24, 1930 2,617,633 Van Den Bosch Nov. 11, 1952 2,823,027 Coberly Nov. 11, 1958 2,988,432 Lorig June 13, 1961 3,025,132 Immes Mar. 13, 1962 FOREIGN PATENTS 196,256 Great Britain Jan. 3, 1924

Claims (1)

1. 6. IN A HEAT EXCHANGE DEVICE ADAPTED TO FORM A GASEOUS VOLATILE MIXTURE OF HEAVY FUELS FOR INTRODUCTION INTO AN INTERNAL COMBUSTION ENGINE, A CASING HAVING AN INLET FOR RECEIVING EXHAUST FLAMES AND GASES FROM AN INTERNAL COMBUSTION ENGINE, AND AN OUTLET FOR THE EXHAUST PRODUCTS SPACED FROM SAID INLET, A FUEL MIXTURE CONVEYOR DUCT ARRANGED IN SAID CASING AND HAVING A FUEL INLET AT ONE END AND A FUEL OUTLET AT ITS OTHER END, A PLURALITY OF ELONGATED INTERPASS DIFFUSERS MOUNTED WITHIN SAID DUCT AND SPACED APART LENGTHWISE THEREOF AND A PLURALITY OF THERMAL ABSORPTION CONDUCTION ELEMENTS MOUNTED EXTERNALLY OF SAID DUCT IN THE PATH OF FLOW OF EXHAUST GASES PASSING THROUGH SAID CASING AND BEING IN DIRECT HEAT TRANSFER RELATIONSHIP WITH SAID INTERPASS DIFFUSERS, SAID ELONGATED INTERPASS DIF-

Images