US3800768A - Apparatus and method for fueling an internal combustion engine - Google Patents

Apparatus and method for fueling an internal combustion engine Download PDF

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US3800768A
US3800768A US00229708A US3800768DA US3800768A US 3800768 A US3800768 A US 3800768A US 00229708 A US00229708 A US 00229708A US 3800768D A US3800768D A US 3800768DA US 3800768 A US3800768 A US 3800768A
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gasoline
fuel
air
engine
ratio
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J Rhodes
I Ginsburgh
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Standard Oil Co
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Standard Oil Co
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M13/00—Arrangements of two or more separate carburettors; Carburettors using more than one fuel
    • F02M13/02—Separate carburettors
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M17/00—Carburettors having pertinent characteristics not provided for in, or of interest apart from, the apparatus of preceding main groups F02M1/00 - F02M15/00
    • F02M17/18—Other surface carburettors
    • F02M17/20—Other surface carburettors with fuel bath
    • F02M17/22—Other surface carburettors with fuel bath with air bubbling through bath
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/74—Valve actuation; electrical
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10S—TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10S261/00—Gas and liquid contact apparatus
    • Y10S261/83—Fuel vapor generation

Definitions

  • ABSTRACT Disclosed is a method and apparatus for operating an internal combustion engine in a manner to reduce hydrocarbon and carbon monoxide exhaust emissions during startup and warmup of the engine. Means are provided for bypassing the engine carburetor and fueling the engine with a gaseous fuel of air and low boiling gasoline components derived from gasoline by bubbling air through the gasoline. After the engine and emission control devices have reached predetermined operating conditions, fuel is supplied to the engine by the carburetor. A novel mixing valve is employed for controlling the air-fuel ratio of the gaseous fuel.
  • Our system calls for bypassing the conventional carburetor at startup and fueling the engine with a gaseous fuel comprising a mixture of air and low boiling gasoline components (mostly C and C hydrocarbons with some C and C hydrocarbons).
  • a gaseous fuel comprising a mixture of air and low boiling gasoline components (mostly C and C hydrocarbons with some C and C hydrocarbons).
  • This gaseous fuel is clean-burning and does not materi ally impair the driveability of the automobile.
  • Mixing of air and the low boiling gasoline components is carefully controlled to provide an about constant air to fuel ratio which is at about stoichiometric or leaner. This is important in order to minimize hydrocarbon and carbon monoxide exhaust emissions.
  • fueling of the engine is turned over to the carburetor. Suitable monitor means sense such predetermined engine operating conditions.
  • FIG. 1 is a schematic view of our novel fueling system for an internal combustion engine.
  • FIG. 2 is an exploded perspective view of the mixing valve employed in our system to control the air-fuel ratio.
  • FIG. 3 is a sectional view of mixing valve taken along line 33 of FIG. 5.
  • FIG. 4 is a sectional view of the mixing valve taken along line 44 of FIG. 5.
  • FIG. 5 is a side elevational view of the mixing valve assembled.
  • FIG. 6 is a schematic view of the air-fuel ratio controller of the mixing valve.
  • FIG. 7 is a schematic wiring diagram for switching control of fueling between our novel fueling apparatus and a conventional carburetor.
  • FIG. 8 is a schematic drawing showing one alternate embodiment of our invention.
  • FIG. 9 is a schematic drawing of another alternate embodiment of our invention.
  • FIG. 10 is a perspective view of the gasoline tank em-
  • FIG. 11 is a fragmentary view of the top of the air chamber in the tank shown in FIG.- 10;
  • FIG. 12 is a fragmentary view in cross-section of the. bottom of the gasoline tank in a tilted position.
  • FIG. 1 schematically illustrates our system 10 for operating internal combustion engine 11 in a way which reduces hydrocarbon and carbon monoxide exhaust ping the gasoline with air. This is the preferred technique for separating low boiling components from higher boiling components, although other separation techniques may be suitable.
  • fueling of the engine is accomplished with our fueling apparatus 14.
  • fueling of engine 1 l is accomplished with carburetor 12'.
  • Our system 10 is shown in the startup mode where carburetor 12 is bypassed.
  • fueling apparatus 14 controls the feeding of fuel to the engine.
  • This apparatus 14 includes tank 20 containing gasoline 22,
  • Tank 20 has fuel inlet 21 which includes tube 23 extending about two inches below the top of tank 20. This limits the amount of fuel that can be placed in tank 20 and insures that there will always be space 32 above pors.
  • Mixing valve 24 includes fuel port 26, air port 28, pressure regulator 42 and air-fuel ratio controller 44.
  • Fuel port 26 is in communication through line 30 with vapor space 32, and air port 28 in communication through lines 34 and 36 and filter 38 with the atmosphere.
  • Controller 44 provides means for setting at a predetermined ratio the blending of air and fuel.
  • Pressure regulator 42 provides means for maintaining said air-fuel ratio constant while varying the amounts of air and gasoline components being introduced into mixing valve 24.
  • the air-fuel ratio of the mixture will be about stoichiometric or leaner provided acceptable driveability is achieved. Normally this is a ratio ranging between about :1 and about 23:1, preferably about 18:1. This clean-burning fuel is provided at startup, warmup, idling and high speed with our apparatus 14.
  • FIGS. 2 through 6 show in greater detail the structure and function of mixing valve 24. Specifically, FIG. 2 shows the principal components of this valve: blocks 60 -62, triangular swinger plate 64, slider plate 66, and cover 68. Cavities in block 60 form fuel chamber 78 and air chamber 80. Tube 70 attached to hole 74 places fuel chamber 78 in communication with vapor space 32 through line 30, and tube 72 attached to hole 76 places air chamber 80 in communication with the atmosphere through lines 34 and 36 and filter 38.
  • Block 61 provides a mounting for swinger and slider plates 64 and, 66, and it includes swinger cavity 82, slider cavity 84, triangular opening 86 and quadrangular opening 88.
  • pin 90 Securely attached to the apex of swinger plate 64 is pin 90 which has pivot end 92 seated in semicircular cut-out 94 in block 61.
  • Seated swinger plate 64 lies flush against wall 96 of swinger cavity 82 and is free to swing back and forth within this cavity with rotation of pin 90.
  • Swinger plate 64 has sealing appendage 98 which rides in groove 100 as this plate either partially or completely covers openings 86 and 88 in accordance with plate position.
  • Slider plate 66 lies on top of swinger plate 64 and slides to and fro in slider cavity 84 when arm 102, secured to plate 66, is actuated. Plate 66 lies flush against wall 104 of cavity 84, and arm 102 slides along groove 106 in the perimeter of block 61.
  • triangular opening 86 and quadrangular .opening 88 may be partially or completely covered depending upon the positions of swinger and slider plates 64 and 66.
  • Slider plate 66 controls the ratio of the areas defined by openings 86' and 88 and swinger plate position. This ratio determines the ratio of flow through port 26 to flow through port 28.
  • both triangular opening 86 and quadrangular opening 88 are partially or completely covered. Because of the geometry of these openings 86 and 88, the ratio of the opening areas will remain constant even though the sizes of these openings change. This follows because the relationship between triangular opening 86 and quadrangular opening 88 is equivalent to the relationship of similar triangles.
  • block 62 When the parts of mixing valve 24 are assembled as shown in FIG. 5, block 62 covers block 61, and pin extends through bushing 1 10 (FIGS. 3 and 4) in blocks 61 and 62, and then through hole 112 in cover 68.
  • Block 62 includes triangular opening 114 and quadrangular opening 1 16 which are coincident to openings 86 and 88, respectively, with blocks 60-62 bolted together.
  • the inside face 1 18 of block 62 includes elongated groove which accommodates arm 102, and shims 122 and 124 which hold the base end of swinger plate 64 snug in cavity 82.
  • fuel port 26 is defined by tube 70, hole 74, triangular openings 86 and 1 l4, and air port 28 is defined by tube 72, hole 76, and quadrangular openings 88 and 116.
  • This chamber 130 formed by a cavity in the outer face of block 62, serves as a blending chamber where air and fuel mix together.
  • Tube 131 projecting from the face of cover 68, places fuel line 40 into communication with blending chamber 130 so that the lean fuel mixture flows from this chamber into the engine.
  • air-fuel ratio controller 44 sets the position of slider plate 66.
  • Controller 44 includes tubular chamber 134 which extends'below the level of gasoline 22, bellows 136, and spring-loaded diaphragm 140.
  • Bellows 136 attached to lower end of chamber 134, communicates through line 138 to the spring side of diaphragm 140.
  • the other side of diaphragm 140 is connected to rod 102 of slider plate 66.
  • Solenoid 142 is attached to the back of bellows 136, and spring 144 is attached between this back and closure plate 146.
  • O- ring 148 is seated adjacent bellows mouth 149, be tween closure plate 147 and open end 1530f tubular chamber 134.
  • slider plate 66 will be moved to different positions to compensate for these changes to maintain the ratio of air to fuel at a predetermined level. For example, if the temperature of gasoline 22 rises, its vapor pressure increases. To maintain the air-fuel ratio constant, plate 66 must be moved to reduce the size of triangular openings 86 and 114 and increase the size of quadrangular openings 88 and 116. If vapor pressure decreases, the converse is true. If gasoline 22 has been stripped of most of its low boiling components, its vapor pressure decreases. Consequently, the size of openings 86 and 114 is reduced and the size of openings 88 and 116 is increased. Ordinarily, the size of these openings is such that the air-fuel ratio in line 40 ranges between about :1 and about 23:1.
  • swinger plate 64 is connected through pivoted actuating arm 128 and rod 150 to one side of spring-loaded diaphragm 152 of regulator 42. Arm 128 is pivotally connected at 151 to rod 150.
  • Spring 154 is on the opposite side of diaphragm 152 and normally urges rod 150 to the right, as shown in FIG. 1. This moves swinger plate 64 to a position which completely blocks the triangular and quadrangular openings 86, 88, 1 14 and 116.
  • throttle valve 46 is opened and the engine cranked, a vacuum is created in fuel line 40.
  • the relative pressure between ports 26 and 28 remains essentially constant. This is achieved when the pressure drop across air port 28 is about equal to the pressure drop across fuel port 26.
  • spring 154 controlling the actuation of rod 150, must be sufficiently strong so that it will not be compressed by atmospheric pressure until the suction in fuel line 40 is about -50 inches of water. Any spring strength sufficiently great so that the hydrostatic head has a minimal effect on the pressure drop, but not so great that it would interfere with flow of fuel to the engine, is suitable. Hence, despite varying demand for fuel flow and variation in gasoline line level in tank 20, the air-fuel ratio remains about constant.
  • Control circuit 161 controls the positions of valves 47, 48, 50 and 164, and it includes series-connected switches 166 and 168 which are in parallel connection with switches 170 and 172. These switches,v at startup, are normally closed and they respond to changing operating conditions of the engine.
  • Switch 170 is responsive to the temperature of the catalyst contained in catalytic muffler 174 (FIG. 1 When the temperature of the catalyst reaches a certain level, this switch 170 opens.
  • Switch 168 is responsive to the temperature of the cooling water of the engine.
  • thermocouple When the cooling temperature reaches about F, a thermocouple senses this condition and causes switch 168 to open.
  • 'Switch 166 is a timer switch which remains closed for the first two minutes of engine operation. It then opens automatically.
  • Switch 172 is also a timer switch which'opens automatically after ten seconds.
  • Main control switch 176 is a single-pole, 3-throw switch which is set by the operator. Depending upon its position and the position of switches 166, 168, and 172, induction coil 178 of a master control solenoid is energized. Switch 176 has three positions: an open position at contact 180, an automatic position at contact 182, and a closed position at contact 184.
  • induction coil 178 Whenever induction coil 178 is energized, a circuit is completed to close valve 47 and vent valve 164 and to open ganged together valves 48 and 50, thus turning fueling of the engine over to fueling apparatus 14.
  • Light 186 when lit, signals that the startup mode is operational.
  • valve 47 and vent valve 164 are opened, and ganged together valves 48 and 50 are closed. Vapors trapped between ganged together valves 48 and 50 vent to the atmosphere or a retention cannister.
  • FIG. 1 shows our system 10 in the bypass mode with valve 47 in a closed position, blocking carburetor manifold tube 162 immediately above the point where fuel line 40 merges with this tube. Also, ganged together valves 48 and 50 are in the open position, and valve 164 in vented line 54 is closed. In this mode, air flows through filter 38 and lines 36 and 34 into, respectively, mixing valve 24 and tank 20. Pressure regulator 42, upon sensing a differential in pressure of about 50 inches of water across ports 26 and 28 of valve 24, responds to move swinger plate 64 to a position perrnitting flow through mixing valve 24.
  • fuel pump 188 feeds gasoline through line 190 to float chamber 192 of carburetor 12.
  • a venturi air stream pulls gasoline into manifold tube 162 through line 194.
  • Carburetor 12 includes throttle valve 196 and pump 1 98, actuated by the operator depressing the foot pedal.
  • ALTERNATE AND OPTIONAL FEATURES An alternate bypass mode is shown in FIG. 8.
  • fuel line 40 merges with manifold tube 162 above the carburetors throttle valve 196.
  • This throttle valve 196 operated by actuation of the foot pedal, will then serve to control the flow of fuel to the engine in both modes.
  • shutoff valve 200 is provided upstream of the merger point. This valve 200 is closed in the bypass mode, preventing gasoline from being introduced into the system through carburetor 12.
  • plug 202 is inserted into idle stream line 204, blocking this line and preventing raw gasoline from entering the engine during the bypass mode.
  • valved line 212 connecting float chamber 192 with the upstream end of fuel pump 188.
  • valved line 212 is opened by the deactuation of a solenoid (not shown) permitting gasoline in chamber 192 to flow into theupstream end of fuel pump 188.
  • this solenoid would be reactuated. Since the bypass mode will be governing for a sufficient duration during startup, the fuel pump has time to refill float chamber 192.
  • the safety system includes flame arrester 52 and pressure release plate 222 held snugly against outlet 56 in fuel line 40 by springs 224. If there is a backfire and flame spreads through fuel line 40, flame arrestor 52 will quench this flame before it reaches gasoline tank 20. Although quenching stops the flame reaction, pressure can propagate downstream of flame arrester 52. This pressure forces release plate 222 to lift up and uncover outlet 56, venting the pressure pulse.
  • FIG. 9 illustrates an alternate embodiment of our fueling system 250 where gasoline 251 in float chamber 252 of carburetor 254 is used at startup as the source of low boiling gasoline components.
  • float chamber 252 should be of a large enough size to insure adequate supply of gasoline vapors in vapor space 256 above the liquid level in the chamber.
  • this chamber 252 is also insulated from the heat of the engine.
  • air line 258 extends through the side wall of chamber 252 and terminates below the level of gasoline 251 in the chamber.
  • Fuel pump 260 through line 262 fills chamber 252 with gasoline 251, and float 264 connected by rod 266'to plug 268 senses the level of liquid in the chamber.
  • Plug 268 seals inlet end 270 of line 272, but opens this end so that gasoline circulates through chamber 252 as the liquid level rises.
  • Fuel line 274 including valve 276.
  • This line 274 places vapor space 256 into communication with carburetor venturi channel 278.
  • Flame arrester 280 preferably is included within this line 274.
  • Air-fuel ratio controller 28 similar to that shown in FIG. 6, senses the vapor pressure of gasoline 251 in chamber 252.
  • valve 276 is closed and valve 288 is opened, permitting the engine to be fueled by gasoline 251 in chamber 252.
  • FIGS. 10 through 12 show novel air dispersing system 210 mounted in tank 20.
  • This system includes a plurality of conduits 230-233 which extend to the top corner extremities of tank 20 and place vapor space 32 above gasoline 22 in communication with collection cylinder 234.
  • line 30 leading to control valve 24.
  • return line 236 At the bottom of cylinder 234 is return line 236 for returning liquids to the tank.
  • gasoline 22 covers one or two, or even three, of the conduits shown. But there remains at least one conduit in communication with vapor space 32. Any liquid which may make its way into cylinder 234 is returned to tank 20 through line 236.
  • System 210 also includes, near the tanks bottom, air chamber 240 having perforated top 241. Attached to this top is grid 242 which forms a plurality of samll traps 244.
  • grid 242 which forms a plurality of samll traps 244.
  • Tank 20 also includes standpipe 247 which extends a few inches into the tank. This standpipe is connected to fuel pump 188. However, since it extends into tank 20 there always will be some gasoline liquid retained in the tank to serve as a supply of gasoline vapors.
  • An alternate method of controlling the air-fuel ratio calls for programming the movement of slider 66 as a substitute for controller 44.
  • the control of the slider position would be governed by the cranking speed of the engine. Initially, the slider is set to cover the entire fuel port 26. As the engine cranks, the slider is programmed to move at a speed regulated by cranking speed, opening fuel port 26 and closing air port 28. At some point the proper combustible mix is attained and the engine fires. The slider is then advanced a predetermined extra distance to insure good driveability.
  • ADVANTAGES The principal advantage of our invention is the substantial reduction, achieved at startup and warmup, in hydrocarbon and carbon monoxide exhaust emissions.
  • Our system permits a cold engine to be fueled with a controlled, clean-burning gaseous mixture.
  • Our system is relatively inexpensive to mass-produce and it uses conventional gasoline presently being manufactured.
  • Our system also elminates flooding of the engine at startup. And, since a gaseous mixture is employed, the engine will start quickly even during cold weather.
  • our system also can be adapted to preventescape of vapors to the atmosphere during fueling operations.
  • inlet 21 would be equipped with a seal mechanism so that gasoline vapors would be retained in tank and a fueling nozzle would be inserted into the inlet.
  • the engine would be running and apparatus 14 would be fueling the engine with excess vapors, burning these vapors rather than permitting them to escape to the atmosphere.
  • carburetor float chamber 192 can be drained, another source of hydrocarbon emissions from an automobile is eliminated.
  • the carburetor could be drained with conventional systems; however, it would require an electric motor to pump fuel to carburetor float chamber 192 before startup. This added expense is avoided by our system since during startup our apparatus 14 is fueling the automobile and conventional fuel pump 188 is refilling float chamber W2.
  • Our system also provides a convenience to the motorist, i.e., if the motorist were to run out of gasoline, of operation in the normal mode as determined by standpipe 247 height, he could manually switch over fueling of the engine to our apparatus 14. The engine would thus run for a few minutes by stripping vapors from gasoline remaining in tank 20. This permits the motorist to either pull off to the side of the road or drive to a nearby service station.
  • the air-vapor mixture in space 32 is what it would be if tank 20 were used in a conventional manner by draining liquid gasoline from the tank bottom and admitting air through a vent to replace withdrawn liquid. Such an air-vapor mixture is too rich to ignite at normal temperatures, e.g., temperatures above F. Heavily stripped gasoline, due
  • said first means including means for holding gasoline and providing a vapor space above the gasoline, a fuel line in communication with the fuel intake system of the internal combustion engine and said vapor space, the demand for the flow of fuel through said fuel line varying with changing operating conditions of the engine, and means for introducing air into the gasoline and forming in the vapor space a gaseous mixture of air and low boiling gasoline components;
  • said introducing means including an air port in communication with the fuel line and atmosphere, a fuel port in communication with the fuel line and the vapor space, said ports each having means which vary the size of port openings including a first element for adjusting the ratio of the opening areas in accordance with said predetermined airfuel ratio and a second element for closing said ports until a predetermined negative pressure substantially greater than the pressure of the head of gasoline in the container means has been established in the fuel line, so that air will bubble through the gasoline in the container means, said second element exposing said ports when said predetermined negative pressure has been achieved;
  • Fueling apparatus for an internal combustion engine comprising:
  • container means for holding gasoline and providing a fuel line in communication with the fuel intake sysmeans responsive to operating conditions of the ensecond means for bypassing the carburetor during third means operable when the emission control systern has reached a predetermined elevated temperature for discontinuing operation of the second means and switching fueling of the engine over to the control of the carburetor.
  • said controlling means including an air port in communication with the fuel line and atmosphere, a fuel port in communication with the fuel line and the vapor space, said ports each having means which vary the size of port openings including a first element for adjusting the ratio of the opening areas in accordance with a predetermined air-fuel ratio, and a second element which changes the size of said openings but maintains the ratio of said areas about constant despite the varying demand for flow of fuel and variations in gasoline level, said first element being responsive to the vapor pressure of the gasoline in the container means and being moved to different positions with changing gasoline vapor pressures to adjust the ratio of port areas so that said predetermined air-fuel ratio is maintained essentially constant despite changing gasoline vapor pressures, and the second element is responsive to a predetermined differential between atmospheric pressure and pressure in the fuel line and moves to different positions to change the size of port openings while maintaining the ratio of said port areas constant.
  • the container means includes a plurality of means for placing the vapor space in communication with the controlling means so that, if one or more of these means is blocked due to fluctuating levels of gasoline, one or more shall maintain communication with the vapor space.
  • the container means additionally includes a perforated dispersing chamber near the lower portion of the container means and the air-introducing means is in communication with the chamber so that during operation of the internal combustion engine air fills the chamber and flows through the perforations thereof to disperse bubbles of air throughout the gasoline.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Means For Warming Up And Starting Carburetors (AREA)
  • Feeding And Controlling Fuel (AREA)
US00229708A 1972-02-28 1972-02-28 Apparatus and method for fueling an internal combustion engine Expired - Lifetime US3800768A (en)

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JP (1) JPS4899517A (US08124630-20120228-C00102.png)
DE (1) DE2309733A1 (US08124630-20120228-C00102.png)
FR (1) FR2174138B3 (US08124630-20120228-C00102.png)
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US3905773A (en) * 1972-12-26 1975-09-16 Production Operators Inc System for supplying inert gas
US4412521A (en) * 1981-07-10 1983-11-01 Silva Jr John C Evaporative carburetor and engine
US4718352A (en) * 1985-03-18 1988-01-12 Franz Plasser Bahnbaumaschinen Industrie-Gesellschaft M.B.H. Rescue vehicle with emergency engine actuation
US4736718A (en) * 1987-03-19 1988-04-12 Linder Henry C Combustion control system for internal combustion engines
US5002033A (en) * 1990-01-25 1991-03-26 Housand Sr Raymond W Fuel system for internal combustion engine
US5522368A (en) * 1994-04-22 1996-06-04 Electro-Mechanical R & D Corp. Apparatus and method for improving fuel efficiency of diesel engines
US5655505A (en) * 1994-04-22 1997-08-12 Electro-Mechanical R & D Corp. Apparatus and method for improving fuel efficiency of gasoline engines
US6155239A (en) * 1999-02-08 2000-12-05 Dykstra; Franklyn D. Fuel vapor system
US6253743B1 (en) * 1998-08-21 2001-07-03 Toyota Jidosha Kabushiki Kaisha Fuel vapor control apparatus
US6776606B2 (en) 2001-03-02 2004-08-17 Emmissions Technology, Llc Method for oxidizing mixtures
US6786714B2 (en) 2001-04-12 2004-09-07 James W. Haskew Delivery system for liquid catalysts
US20040255874A1 (en) * 2003-04-14 2004-12-23 James Haskew Method and system for increasing fuel economy in carbon-based fuel combustion processes
FR2921437A1 (fr) * 2007-09-25 2009-03-27 Jean Pierre Gobled Dispositif de carburation par depression en remplacement du carburateur
US20090139470A1 (en) * 2007-11-30 2009-06-04 Tadashi Sano Engine system
US20100024781A1 (en) * 2008-07-30 2010-02-04 Jerry Wegendt Compressed Fuel Supply System
US20100212415A1 (en) * 2009-02-24 2010-08-26 Gary Miller Systems and Methods for Providing a Catalyst
US20110209464A1 (en) * 2006-03-31 2011-09-01 Nissan Diesel Motor Co., Ltd. Breather device, liquid tank, and exhaust gas purifying apparatus to be adapted for engine
US20160252051A1 (en) * 2013-12-06 2016-09-01 Sikorsky Aircraft Corporation Bubble collector for suction fuel system

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JPH0236928Y2 (US08124630-20120228-C00102.png) * 1985-11-12 1990-10-05
GB201012988D0 (en) 2010-08-03 2010-09-15 Airbus Operations Ltd Dehydration of liquid fuel
DE102016219875A1 (de) * 2016-10-12 2018-04-12 Friedrich-Alexander-Universität Erlangen-Nürnberg Verfahren zum Betrieb eines Verbrennungsmotorsystems für ein Kraftfahrzeug und Verbrennungsmotorsystem für ein Kraftfahrzeug

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US3905773A (en) * 1972-12-26 1975-09-16 Production Operators Inc System for supplying inert gas
US4412521A (en) * 1981-07-10 1983-11-01 Silva Jr John C Evaporative carburetor and engine
US4718352A (en) * 1985-03-18 1988-01-12 Franz Plasser Bahnbaumaschinen Industrie-Gesellschaft M.B.H. Rescue vehicle with emergency engine actuation
US4736718A (en) * 1987-03-19 1988-04-12 Linder Henry C Combustion control system for internal combustion engines
US5002033A (en) * 1990-01-25 1991-03-26 Housand Sr Raymond W Fuel system for internal combustion engine
US5522368A (en) * 1994-04-22 1996-06-04 Electro-Mechanical R & D Corp. Apparatus and method for improving fuel efficiency of diesel engines
US5655505A (en) * 1994-04-22 1997-08-12 Electro-Mechanical R & D Corp. Apparatus and method for improving fuel efficiency of gasoline engines
US6253743B1 (en) * 1998-08-21 2001-07-03 Toyota Jidosha Kabushiki Kaisha Fuel vapor control apparatus
US6155239A (en) * 1999-02-08 2000-12-05 Dykstra; Franklyn D. Fuel vapor system
US20050053875A1 (en) * 2001-03-02 2005-03-10 Haskew James W. Catalyst delivery chamber and method of delivering catalyst for oxidizing mixtures
US6776606B2 (en) 2001-03-02 2004-08-17 Emmissions Technology, Llc Method for oxidizing mixtures
US6786714B2 (en) 2001-04-12 2004-09-07 James W. Haskew Delivery system for liquid catalysts
US20040255874A1 (en) * 2003-04-14 2004-12-23 James Haskew Method and system for increasing fuel economy in carbon-based fuel combustion processes
US20110209464A1 (en) * 2006-03-31 2011-09-01 Nissan Diesel Motor Co., Ltd. Breather device, liquid tank, and exhaust gas purifying apparatus to be adapted for engine
US8522535B2 (en) * 2006-03-31 2013-09-03 Nissan Diesel Motor Co., Ltd. Breather device, liquid tank, and exhaust gas purifying apparatus to be adapted for engine
FR2921437A1 (fr) * 2007-09-25 2009-03-27 Jean Pierre Gobled Dispositif de carburation par depression en remplacement du carburateur
US20110041813A1 (en) * 2007-09-25 2011-02-24 Glf Technologies Supply device for internal combustion engine
CN101903635B (zh) * 2007-09-25 2012-12-05 Glf技术简化股份有限公司 用于内燃发动机的供应装置
WO2009040128A1 (fr) * 2007-09-25 2009-04-02 International Key Products S.A.R.L. Dispositif d'alimentation pour un moteur a combustion interne
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US8171894B2 (en) * 2007-11-30 2012-05-08 Hitachi, Ltd. Engine system
US20100024781A1 (en) * 2008-07-30 2010-02-04 Jerry Wegendt Compressed Fuel Supply System
US20100212415A1 (en) * 2009-02-24 2010-08-26 Gary Miller Systems and Methods for Providing a Catalyst
US8033167B2 (en) 2009-02-24 2011-10-11 Gary Miller Systems and methods for providing a catalyst
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Also Published As

Publication number Publication date
JPS4899517A (US08124630-20120228-C00102.png) 1973-12-17
DE2309733A1 (de) 1973-09-06
FR2174138A1 (US08124630-20120228-C00102.png) 1973-10-12
GB1378276A (en) 1974-12-27
FR2174138B3 (US08124630-20120228-C00102.png) 1976-03-05
IT977445B (it) 1974-09-10

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