WO1993004274A1 - A heating device and systems to reduce surface tension and viscosity characteristics of fluid fuels, gaining improved atomization, lowering consumption and reducing obnoxious exhaust elements, on fluid fuel burning engines - Google Patents

Abstract

A heat gathering device, comprising two chambers that can be presented to any hot part of an engine. For the purpose of elevating the fluid fuel feed stock temperatures; directly within the device; or, indirectly through another fluid medium. This to gain a lowering of the surface tension and viscosity characteristics of the fluid fuel. In order to provide improved atomisation, using current designed carburetors and injection systems. Without recourse to vapourization. But, providing improved combustion without loss of power; and gaining a reduction in the obnoxious elements of the exhaust fumes; regardless of the use of catalytic converters.

Description

A HEATING DEVICE AND SYSTEMS TO REDUCE SURFACE TENSION AND VISCOSITY CHARACTERISTICS OF FLUID FUELS, GAINING IMPROVED ATOMIZATION, LOWERING CONSUMPTION AND REDUCING OBNOXIOUS EXHAUST ELEMENTS, ON FLUID FUEL BURNING ENGINES.

SUBSTITUTE SHEE DESCRIPTION.

A heating device and systems to reduce surface tension and viscosity characteristics of fluid fuels.

The present invention relates to a heat gathering device and systems, 5. that allows Direct or Indirect heating of fluid fuels, by proximity to engine exhaust systems. To cause a reduction in the surface tension and viscosity characteristics when in fluid fuel burning engines. When such a modified fuel is applied to known and current carburation and injection systems, a much finer ato ization results. 10. this allows power generation improvement for less fuel wastage and reduces the obnoxious elements in the exhaust fumes. Thereby, cossetting a non-renewable resource - Fossil Fuels.

Throughout the development of automobile carburation, many forms of apparatus have been devised to reduce consumption of fluid fuels. 15. Each of them reaching for temperatures producing vapourization of the fluid fuel .

Whilst most of those devices were successful in producing the objective vapour; none of the engines produced over these years was capable of using such a vapour. Either initially or on a continual 20. basis. Because vapourization caused excessive and rapid internal wear; fast breakdown of lubrication oils and their attendant systems; excessively high operation temperatures; and difficulty in gaining control on engines fed with fuel vapour.

It is desirable to introduce a process that will allow all current 25. carburation and injection systems to accept and use without damage, a fuel medium that retains its fluid properties. Allowing the existing systems to produce a finer atomisation. Which in turn gives a quicker and more complete combustion o the fuel presented. Resulting in more power produced for less volume of fuel used.

SUBSTITUTE SHEET Also producing exhaust fumes that are cleaner by bearing lower levels of obnoxious elements, than the same carburation system produced before the heating of the fuel. All of these can be achieved by heating the fuel stock to a much lower temperature than that for 5. vapourization.

The present invention produces heated fluid fuel feed-stock at the more desrable lower temperature ranges and always presents fuel in a fluid form, to the atomization stage. Avoiding the very undesirable vapourization produced by other devices. The warmed fuel, having a 10. lowered surface tension and viscosity, is easily processed into finer atomization, by the original carburetor or injection system, without modification. Giving downstream improvement of combustion with attendent reduction of exhaust elements. Reducing pollution to the global atmosphere.

15. The invention consists of a heat gathering main chamber, which carries with it, a small parallel chamber. They are coaxial, with the small chamber connected to the inlet and outlet of the main chamDer. Both are preferably cylindrical in form, with closed but vented ends.

A flow control orifice is arranged at the entrance and exit of the of 20. the small chamber. Each control orifice has a parabolic cross section that provides two distinct levels of flow characteristic.

A similar parabolic cross sectioned orifice of a higher flow capacity is situated down stream from the main chamber.

Right across the down-stream end of the main chamber, a sealed 25. retention bulkhead is arranged. This carries another flow control orifice, in its upper quadrant.

The parabolic cross section of the control orifices provides two separate flow conditions.. At low flow pressures the parabolic profile causes a turbulant collar to form in the exit passage of

SUBSTITUTE SHEET the orifice, giving it a flow reluctance property. At higher flow demands, the greater pressure drop over the orifice configuration, causes the flow-reluctance collar to wipe out. Providing an instant increase in flow, without introduction of 5. mechanical moving parts.

Each of the orifices will respond immediately on application of an increased pressure drop. Providing an upper flow condition, should it be required for high power demand or emergency.

The combined effect of the flow control orifices and the 10. increased cross section of the main and small chambers combined; is to slow down the passage of the fuel, as it passes through this section of the circuit.

Slowing the passage of the fuel down, inside this device, allows the fuel time to heat up to the desired levels, for surface tension 15. and viscosity reduction.

By careful arrangement of the disposition of the Main Chamber; near, to the full range of heating, can be achieved.

The refinement (more heat, or less, if reαuired) can be achieved by rotating the main chamber such that it carries the small chamber 20. to the heat source, or away from it. Thus providing a refinement facility for the heat gathering characteristics. This heat gathering variable, can be used to achieve the temperature range of response required at the carburetor.

This invention intends that the heat gathering vessel has two uses. 25. One for heating fluid fuels within itself, for direct supply to the carburetor, called "DIRECT". Or, another use (in the same configuration) gathering heat into a high temperature oil body within the device, for indirect heat supply to the fuel system of

SUBSTITUTE SHEET an engine, via a contra-flow heat exchanger, called "INDIRECT".

The known and proven temperature ranges for the fuel to enter the carburetor or injection system are :- 83°F to 124°F for summer fuels, and 67°F to 104°F for winter fuels; for them to 5. gain sufficient surface tension and viscosity reduction and give subsequent performance improvement across the engine, using gasoline. The range for diesel fueled engines is 87°F to 137°F.

Both the "DIRECT" and "INDIRECT" systems will provide the required heat boost. Each in its own safe manner.

10.- The DIRECT system works within the prescribed ranges and is the cheaper system to install.

The INDIRECT system can be set to operate within more refined ranges. Is useful for hard access systems.

To relieve excess fuel pressure in both systems, caused by continued 15. heating after engine shut down; a fuel filter with a constant bleed-off back to the fuel tank, is provided. Again, this flow is controlled by a very small diameter parabolic orifice inserted in the bleed-off line.

There are two systems for the operation of the INDIRECT method. 20. A simple convection circuit and a pump assisted circuit.

Both Indirect systems can carry a flow control valve in the hot riser line, that is controlled in turn by a thermostat palced in the fuel line, just before the carburetor.

Both of these Indirect systems, are topped up and expansion relieved 25. within their high temperature oil systems, by provision of a gravity

SUBSTITUTE SHEET feed tank, situated and connected to the bottom of the 'Cold' return line.

Application of this invention and its systems, is not confined to automotive outlets. The principles can be design adapted to 5. operate on stationary engines and any process relying on refined ato isation of fluid fuels for economic combustion, within its operation.

The invention as exemplified by prefered embodiments, is described with reference to the drawings in which :-

10. Figure 1 * Is a schematic of the device with internal details and depicted in the "DIRECT-USE CIRCUIT". Figure 2. Is a schematic of the device depicted in the

"INDIRECT-USE CIRCUIT". Figure 3. Shows the rotational effect on the combined heat 15. output, of the small parallel chamber. From the hottest to the coldest conditions. Figure 4. Shows the low pressure drop condition, for the

FLOW RELUCTANCE ORIFICE. Figure 5. Shows the high pressure drop flow condition, for 20. the FLOW RELUCTANCE ORIFICE.

Figure 6. Shows the SIGNIFICANT TEMPERATURE RANGES for operation of this invention, in chart form. Figure 7. Shows the TEST-DETERMINED EFFECTIVE TEMPERATURE RANGES for surface tension and viscosity reduction of winter 25. and summer gasoline fuels. Using results from systems test modified by this invention. Figure 8. Is a tabulation of EXHAUST EMISSION ANALYSIS with comparison, across six representative modern automobiles, with their relevant particulars.

SUBSTΪT U i t srtt re~ < DISCLOSURE :-

Refering to Fig.l., which depicts the principal anticipated embodiment of this invention, within a DIRECT-USE CIRCUIT; to achieve the reduction of surface tension and viscosity characteristics 5. of the liquid fuel being processed by the apparatus.

The device is a combination of two chambers, used to gather heat from an engine source and transfer that heat to the body of liquid fuel, within the apparatus.

The Main Chamber 1 Fig.l. would more often take a cylindrical 10. formation, made- of a good heat conducting material such as copper.

Confined applications could call for other cross sections for this chamber. Each end being conical to form the reduced cross section for the inlet and outlet branches 12 & 13 Fig.l.

The second Chamber 2. Fig.l. is a smaller tubular chamber, arranged 15. to run parallel with the Main Chamber.

Achieved, by permanent tee junction with the inlet 12 and outlet 13 of the Main Chamber.

Each of these components being made of a similar good heat conducting material such as copper.

20. All the component material and the construction brazing is to be of a material capable of withstanding the highest internal combustion engine exhaust manifold temperatures, without melting, distortion or weakening of the device.

The principal objective of this apparatus is to slow down the 25. passage of fuel as it passes the heat gathering zone, This is achieved in two ways :-

SUBSTSTUT! SHEET FIRST; By increasing the cross section presented to the flow of the fuel within the device.

This being the combined cross section of the Main Chamber 1. and the Small Parallel Chamber 2, Fig.l.

5. This combined cross section is varied to suit the peak demand flow of the engine being modified. Along with the combined volume of the structure. To gain the required temperature control of the feed stock to the carburetor.

To further assist in this temperature control, the small chamber 2 10. is used in a very particular manner during commissioning of a modifying installation.

To fully describe this characteristic of the invention, referance is made to Fig.3.

As a refinement facility to the final heat output of the whole device; 15. the small chamber is used to provide heat increase or reduction for the fuel rising to the carburetor. This is achieved by rotating the small chamber, closer to the exhaust manifold, or further away from the heat source, as shown in Fig.3.

Where position 1 Fig.3, is considered the prime setting position 20. for the small chamber. Giving the most NEUTRAL temperature influence.

An extra heating influence is gained by rotating the main chamber, to cause the small chamber to move from position '1' through '2.' to '3,'. There will be a gradual and distinct rise in the temperature of the combined flow from the main chamber and the small chamber. 25. This is because the small chamber is capable of absorbing more heat when taken closer to the heat source, for example, the exhaust manifold.

SUBSTITUTE SHEET An extra COOLING influence is gained by rotation of the main chamber, taking the small chamber from position'1' through .'4' to '5'. Which will cause a drop in the combined fuel output temperature, from the invention; as the small chamber moves away from the heat source and 5. deeper into the cooling SLIPSTREAM, passing the engine. Both, when the vehicle is in motion and under the radiator fan's influence. There is an additional cooling effect, caused by the small chamber being screened from the heat source, by the main chamber.

Should the device be clamped directly to the manifold; then the 10. modulating effect of the small chamber, will have an even stronger influence and control value, on the combined outlet condition.

The small parallel chamber has another subsidary function. It is also a complete alternative supply to the main chamber. Should the main chamber orifice become choked.

15. Thus providing a safety cover, by giving a continual supply capable of sustaining full operation of the engine. No matter what final position or attitude is adopted for thermal control.

The SECOND and additional method for gaining a slowing down of the fuel flow through the invention; is brought about by application of 20. four FLOW RELUCTANCE ORIFICES, dispersed about the device in the strategic positions shown at points 3 and 10 Fig.l.

The orifice shown at 10 Fig.l, is constructed in the upper segment of a bulkhead which completely blocks the main chamber at the down stream end, as shown at 9 Fig.l. This orifice within the bulkhead, 25. is to provide a control that will maintain a very slow flow through the main chamber. Allowing the desired heat transfer, extra time to occur.

SUBSTITUTE SHEET Referance is now made to Figures 4 and 5; to describe the dual flow function provided by the FLOW RELUCTANCE ORIFICES, used throughout this invention and systems.

The objective use of Flow Reluctance Orifices within this invention 5. and systems, is, to achieve two distinct conditions of flow; without use of mechanical moving parts. Gaining flow reduction conditions during normal engine operations; that cause slower passage of fluid fuels through the heating device. Which will allow elevated heat transfer, by extending the period of exposure to the heat source. 10. Whilst, satisfying all higher variations of flow demand, from peak engine operation levels and emergencies.

There are two distinct conditions of flow through the Flow Reluctance Orifices used in this invention :-

THE SLOWEST, when there is the lowest pressure drop across the orifice, 15. with flow patterns shown in Fig.4. and -

THE FASTEST, when there is the highest pressure drop across the orifice, with flow patterns as shown in Fig.5.

Considering the LOW PRESSURE DROP CONDITION: If a normally right angle faced orifice mouth, 12 Fig.4, is depressed into the body of an 20. orifice, 7 Fig.4; carrying a parabolic, eliptical or spherical profile; the flow pattern through the remodelled orifice is deformed in a definite manner. As shown at 8 Fig.4.

The flow which is turned down the new profile face, collects sufficient strength, such that it reduces or WAISTS the available flow diameter 25. from "D" to an effective 'd'; by developing a none flow TURBUL'ANCE COLLAR, shown at 9 Fig.4, at the entrance to the orifice.

This TURBULANCE COLLAR, effectively reduces the available flow, during low pressure drop conditions across the orifice. It is a very femir or delicate condition. Sustained only at low pressure drop 30. conditions. This delicate reduced flow condition, is designated as a FLOW RELUCTANCE FACTOR (F.R.F.).

SUBSTITUTE SHEET This Flow Reluctance Factor is design-sized, to be directly applied throughout the operational conditions of the heat gathering device. Achieving an even slower fuel flow through the apparatus. With the Flow Reluctance Factor matched to the normal / 2500 rp / highway 5. speed of a particular engine application.

Considering the HIGH PRESSURE DROP CONDITION: When a high pressure drop change is applied to the previous delicate conditions; there is a radical deformation of the established 'Turbulance Collar', at the entrance to the orifice. As shown in Fig.5.

10. The redirectional capacity of the curved profile is now LOCKED OFF by the thrust of the central flow pattern, 10 Fig.5.

This progressively destroys the Turbulance Collar, as the pressure drop increases. Reducing the Collar to zero, when sufficient pressure drop is applied. As shown at 11 Fig.5.

15. The fluid body experiences a widening of the orifice entrance. Giving a much increased flow through the orifice. More closely equal to the fullest flow capacity represented by diameter 'D" at 13 Fig.5.

In this application of Flow Reluctance Factor to the fuel heater of this invention; the changes in flow pattern described above, are 20. matched to the cycle of events required in the heater, by the varying demands from the engine operation. With the size of orifice and entrance profile chosen carefully; the FLOW RELUCTANCE FACTOR is used to advantage.

By allowing the combined characteristics of the low pressure condition 25. to match a NORMAL range of operation, of say,an automobile engine. That is the zero to 2500 rpm supply range. The Flow Reluctance condition at the lower pressure drop status, can be used to enhance the operation of the fuel heater. By satisfying one of its main objectives. Which is to slow down the passage of the fuel, so that 30. it will better absorb the heat available, as it passes through the apparatus.

SUBSTITUTE SHEET Should a sudden high demand come onto the fuel system, requiring 2500 to 6000 rpm, for a brief period; the higher pressure drop experienced across all four F.R.F. orifices in the heater; will allow a much higher immediate flow of fuel demand to be satisfied, because 5. all four orifices will have their TURBULANCE COLLARS destroyed and a fuller flow will result.

The larger Main Chamber, acting as a reservoir of fuel, will also be able to provide the higher flow demand, at the elevated temperatures necessary for continued reduction of surface tension and viscosity.

10. Whilst the parallel chamber will tend to slightly cool the combined output status of the apparatus. This will in no-way detract from the overall mechanical response and performance of the engine; in its endeavour to meet the higher demand condition.

By inserting orifices of this F.R.F. form, use of mechanical moving 15. part valves, is avoided throughout the apparatus. Gaining unlimited operational life; as there are no moving parts to wear or break down.

Infinitely replaceable fluid formations and configurations, provide the flow condition changes required. Thus acchieving an indefinite operational life for the heater. Making the apparatus a NATURAL 20. RESPONSE DEVICE.

The flow of fuel through this invention, will always be dictated by the demand from the engine controls.

Each of the orifices dispersed through this device are design related to match the two ranges of flow required by the engine. Satisfying 25. speeds up to normal highway use of 2500 rpm; also peak emergency demands for acceleration up to 6000 rpm.

The reliable performance response of these orifices has been proven over a seven year continual test period in modern vehicles; drawing no maintenance attention.

SUBSTITUTE SHEET The variation in volume of heated fuel required has also been proven as continually effective and adequately supplied by the combined volumes of the main and small chambers.

Taking observation over several thousand miles of continuous seven 5. year operation, has clearly determined the most effective temperature ranges of operation for this invention to achieve the enhanced performance and emissions reductions envisaged; and to be optimised against safe engine and automobile operation. Proving no damage to one closely monitored vehicle's engine over 162,360 miles of daily 10. observation in a seven year period. A similar record of improvement, covers a further range of documented vehicles, for the same period.

These defined operational temperature ranges are shown in Fig.6.

Now refering to Fig.6. Two distinct temperature ranges have emerged for gasoline consumption. These are dictated by the difference between 15. the blends of fuels provided in summer, to that supplied in winter. Coping with these changes is now built into the successful and continued operation of this invention.

The overall temperature range for summer fuels, operating from highway to city conditions is 83°F to 124°F shown at 2 Fig.6. With a 20. highway sub-division of 90°F to 105 °F shown at 7 Fig.6. and city operation of 110°F to 124°F shown at 8 Fig.6. The carburetor inlet temperature is set to operate in the range 90°F to 110 F to hold the overall range of operation, as shown at 6 Fig.6.

The overall temperature range for winter fuels operating from highway 25. to city conditions is 67°F to 104°F shown at 4 Fig.6. With a highway sub-division of 70°F to 85°F shown at 10 Fig.6; and city operation of 90°F to 104°F shown at 11 Fig.6. The carburetor inlet temperature is set to operate in the range 70°F to 90°F to hold the overall operation range, shown at 9 Fig.6.

SUBSTITUTE SHEE The class of temperatures for SUMMER gasoline is shown at 1 Fig.6. The class of temperatures for WINTER gasoline is shown at 3.Fig.6.

The operation range for diesel fuelled engines is 87°F to 137°F as shown at 5 Fig.6.

5. The progressive effect of this invention's ability to reduce droplet size within a conventional carburetor, is shown in tabular-graphic form in Fig.7. Theextensive test vehicle results, over all seasons for seven years, have been used to collatethe effective ranges for both summer and winter gasolines, and are displayed in Fig.7.

10. Notations are given in each of the five collums representing droplet reduction, in Fig.7, on the status of improvement. The third column entitled "PEAK MILEAGE AND HIGHEST EMISSIONS REDUCTIONS" represents the currently observed performance of this invention used as a "DIRECT SYSTEM", the column entitled "ADDITIONAL REFINED CONTROL RANGE ^■ 15. is emerging as practical by use of the invention as an "INDIRECT SYSTEM" for heat gathering.

The embodiment of this invention shown in Fig.l, is classified as "DIRECT-USE". Fig.l. shows the device in a process circuit where it is placed within close proximity to the engine exhaust manifold, or 20. secured to it; and has the fluid fuel passing directly through the device.

Supply of fuel is from the vehicle's fuel tank via its fuel pump.

The circuit is designed to pass the fuel through a by-pass filter, then into the device.

25. The by-pass filter is modified at its bypass outlet with another Flow Reluctance Orifice shown at 6 Fig.l.

This orifice, by comparison with the other F.R.F. orifices used in the device; is a very small or refined version.

HEET This is provided to cause a continuous bleed-off from that point in the fuel circuit, back to the fuel supply tank.

This facility also prevents any build-up of pressure that will occur after the engine is shut down. When the residual heat in the exhaust 5. manifold continues to heat the body of fuel locked in the device.

This also allows natural convection of the heat retained in the chambers, to keep the riser to the carburetor warm for prolonged stationary periods, without holding the circuit at elevated pressures.

A further embodiment of the invention is shown in Fig. . This depicts 10. the "IN-DIRECT USE" circuit for applying the device to an engine where it is undesirable to carry fuel close to the exhaust system, for either thermal or physical reasons. Or where refined controls are prefered.

The construction of the invention remains the same. Other than the 15. Flow Reluctance Orifices would be opened up to allow.greater flow.

The device would be mounted on or near the exhaust manifold as shown at 3 Fig.2.

The heat transfer medium would be a body of HIGH TEMPERATURE RESISTANT OIL.

20. The hot oil from the unit at l.Fig.2, would be transfered to a CONTRA-FLOW HEAT EXCHANGER 2.Fig.2. Which would cause the hot oil to flow around a HEAT TRANSFER VESSEL 15 Fig.2, housed inside the heat exchanger 2.Fig.2, being part of the fuel system. The exchanger is manufactured from a good heat conducting material such as copper.

25. Being in a contra flow to the fuel direction the hot oil will impart its heat to the fuel. Such that the hottest oil, entering from the top, will come in contact with the exiting fuel.

SUBSTITUTE SHEET The coolest hot oil will leave the exchanger at the bottom, where the fuel enters.

The cold used oil will recirculate down to the device, for reheating and upward recirculation.

5. The colder return line is provided with a gravity feed expansion and replenishment tank at 7 Fig. . Which copes with the fluctuating volume of the working oil body.

The entire system is insulated against ambient influeances. Other than the necessarily exposed device.

10. The IN-DIRECT USE of the device can be installed with either of two distinct flow systems.

One where the circulation is caused entirely by convection. Which would be acceptable where there is an abundance of heat and a high fuel flow.

15. The other, where convection can not be utilized; would be to use a hot oil pump as a flow inducer, shown at 6 Fig.2.

Such a pump could be under control from a thermostat 4 Fig. . Situated in the fuel line, just before the carburetor. Which would allow the fuel system to draw just sufficient thermal input to improve 20. the status of atomisation reαuired at the carburetor 12 Fig.2.

Both of these systems will respond to a flow control valve 5 Fig.2, inserted in the hot oil riser just before the contra flow heat exchanger 2 Fig.2.

This control valve would also be controlled by the thermostat 4 Fig.2. 25. Further refining the control of thermal input to the fuel system.

SUBSTITUTE SHEET With reference to Fig.2, the fuel system is pressure relieved with a Flow Reluctance Orifice at 11, set in the bypass system of a protective filter 10.

This constant bleed-off, is returned to the fuel supply tank 8. 5. Being recycled for use again by the fuel pump 9.

Heat source to this Indirect System is from the exhaust 14, of the engine 13, being gathered for heating the fuel by the device 1, in the exhaust manifold region 3.

The high temperature oil system is purged of any entrapped air at 10. its highest point, by an air bleed valve 17. This is situated just before the hot oil entry into the contra-flow exchanger 2.

The same fuel temperature ranges for surface tension and viscosity reduction, described for the .'DIRECT' system, apply to this 'INDIRECT' application. Giving the same improved atomisation, enhanced power 15. output and reduced obnoxious elements in the exhaust fumes.

Using the .'DIRECT' application over seven years, has given results of improved mileage ranging between 30% and 851; this range was experienced over extended tests in modern vehicles and is proving consistent for each class of vehicle tested.

20.Hydrocarbon levels in exhaust fumes have dropped from 950 ppm to 20 ppm at 2000 rpm, with the use of the Direct System. While Carbon-monoxide has dropped from 7.8% down to 0.12% at 2000 rpm. Attendent mileage improvement for this vehicle was 16.34 mpg to 32.59 mpg on highway tests. The vehicle was a 1985 Ford Marquee

25.Station Waggon with a 5.8 litre engine. With this effect being consistent over a range of different test vehicles, carrying this invention's modification.

SUBSTITUTE SHEET The exhaust fume reductions brought about by this invention, are well within the U.S.of A. environmental acceptance levels for automobiles, of Hydro Carbons at 400 ppm and Carbon monoxide at 1.5%.

The USA test levels are taken down-stream from the catalytic converter. 5. The levels given for this invention, were drawn off before the catalytic converter on each vehicle.

The exhaust fumes were analysed on a 'MARQUETTE 42 - 076' FUEL

ECONOMY INFRA RED GAS ANALYSER, used currently for tuning high performance and racing engines. Tests were carried out by certified, 10. impartial and independent personnel.

Lubricating acidity levels were noted to have dropped by 30% by the same personnel .

With this invention installed, the use of catalytic converters is obviated.

15. Further examples of emissions analysis, over other vehicles carrying this invention's modification to the fuel system, are given in the Table shown in Fig.8.

Reductions of other exhaust gas gaseous components are occurring in similar proportions. In particular, the Carbon Dioxides (C0_?); the 20. Oxygens (Op) and the Nitrogen Oxide group.

Although only two embodiments of the present invention have been described and illustrated, the present invention is not limited to the features of those embodiments, but includes all variations and modifications within the scope of the Claims.

SUBSTITUTE SHEE^"

Claims

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS :-

1. . An apparatus for DIRECTLY heating liquid fuels within itself whilst being placed on or near engine bodies or their exhaust manifolds.

2. An apparatus as claimed in Claim 1, which can INDIRECTLY heat liquid fuels by transfering heat from the engine body or exhaust manifold into the fuel supply body by use of an intermediate high temperature oil circuit, passing through a contra-flow heat exchanger.

3. An apparatus as claimed in Claims 1 and 2, which will cause the surface tension and viscosity characteristics of liquid fuel to be lowered, whilst avoiding reducing the fuels to vapour, by working at lower temperature ranges than their vapourization levels.

4. An apparatus as claimed in Claim 3, that will improve the atomization characteristics of liquid fuels, when passing through conventional carburetors and injection systems.

5. An apparatus as claimed in Claim 4, which will cause liquid fuels to be combusted more efficiently avoiding prevbus levels of wastage.

6. An apparatus as claimed in Claim 5, that will have the effect of improving an engine's consumption, without loss of power output.

7. An apparatus as claimed in Claim 5, which will reduce the obnoxious elements of exhaust fumes from conventionally designed internal combustion engines, without the assistance of catalytic converters.

8. An apparatus as claimed in Claim 1, that can cause the passage of liquid fuel within it, to slow down,by presenting a many- fold increase in cross section and volume, to the demand flow, from the combined volume of its component parts.

SUBSTITUTE SHEET

9. An apparatus as claimed in Claim 1, that can control and slow down the varying flows within itself, without using mechanical moving parts, by relying upon the NATURAL RESPONSE characteristics of FLOW RELUCTANCE ORIFICES.

10. An apparatus as claimed in Claim 1, that has within its structure a parallel chamber capable of disposition about the main chamber, such as to cause a controlled rise or fall in temperature of the combined fluid discharge from the apparatus, as desired.

11. An apparatus as claimed in Claim 1, which carries in its allied fuel system, a constant pressure release bleed-off facility, which is also flow controlled by the natural response characteristics of a Flow Reluctance Orifice, inserted in the by-pass connection of an in-line fuel filter which directs the spill to return to the fuel supply tank.

12. An apparatus as claimed in Claim 1, that by form of its stuctural increase in volume and internal controls, naturally causes the passing fuel to slow down and absorb more of the available heat from the apparatus walls.

13. An apparatus and system as claimed in Claim 2, which can cope with the high temperature oil body volumetric expansion and contraction cycles, by replenishment from a vented gravity feed tank.

14. An apparatus and system as claimed in Claim 2, which can operate on convection cycling alone and is insulated throughout the system to assist this natural action.

15. An apparatus and system as claimed in Claim 2, that can accept flow inducement from insertion of a low capacity pump in the supply riser of the hot oil transfer system.

16. An apparatus and system as claimed in Claim 2, whose circulation rate can be controlled by a flow control valve introduced into the hot oil supply riser of the system.

17. An apparatus and system as claimed in Claim 2, that can have its operation performance monitored and refine-controlled by a thermostat sensing the fuel input temperature before entering the carburetor and responding by controlling the performance of the flow control valve and the hot oil pump.

18. An apparatus and system as claimed in Claim 2, which will accept an air purging valve at the highest point in the hot oil circuit.

19. An apparatus and system as claimed in Claim 2, which carries in its allied fuel supply system, a constant pressure release bleed-off facility, which is flow controlled by the natural response characteristics of a Flow Reluctance Orifice, inserted in the bypass connection of an in-line filter which allows the spill to return to the fuel supply tank.

20. An apparatus as claimed in Claim 2, that by form of its structural increase in volume and use of Flow Reluctance Orifices throughout, naturally causes the high temperature oil to slow down and absorb more of the available heat from the apparatus walls.

21. An apparatus as claimed in Claims 1 and 2, which can be designed to adapt for use within any combustion system that relies on best refinement of atomization of fluid fuels to gain optimum combustion efficiency by reduction of surface tension and viscosity characteristics of the feed stock fuel.

SUBSTITUTE SHEET