WO2014168903A1

WO2014168903A1 - In-line fuel injector

Info

Publication number: WO2014168903A1
Application number: PCT/US2014/033248
Authority: WO
Inventors: Cholathorn RAKDEE; Fuen NIAMGLUM; Craig Ray BRINGHURST
Original assignee: Industrial Fuel Systems, Llc
Priority date: 2013-04-09
Filing date: 2014-04-08
Publication date: 2014-10-16

Abstract

The disclosure relates to a device and system for mixing fluid fuels, such as natural gas, propane or hydrogen, with air and then injecting the air-fuel mixture into a carbureted or fuel injected gasoline engine or a diesel engine to improve efficiency, reduce emissions and to supplement or replace in whole or in part gasoline or diesel fuel used by the vehicle. The device and system may be designed to meter the air intake in proportion to the force placed on an air flow deflector, which may be balanced or offset by the return force of a biased spring. An adjustment mechanism may adjust a relationship between the air flow deflector and a valve stem, to thereby allow fuel to flow at a higher or lower rate. The adjustment mechanism may change the relationship of the valve stem and a valve seat as well as a resultant gap.

Description

IN-LINE FUEL INJECTOR

CROSS-REFERENCE TO RELATED APPLICATIONS This application claims the benefit of U.S. Provisional Application No. 61/810,166, filed April 9, 2013.

BACKGROUND

[0001] The disclosure relates generally to mixing fluid fuels with air and then injecting the mixture into a carbureted or fuel injected gasoline engine or a diesel engine, and more particularly, but not necessarily entirely, to a device and system for mixing a gas, such as natural gas, propane, or hydrogen with air and injecting the air-gas mixture into a carbureted or fuel injected gasoline engine or a diesel engine.

[0002] It is understood that particulates generated from the combustion of fossil fuels pose serious environmental and health concerns. Accordingly, the industry has developed various emission control devices, some of which may be required by federal regulations to reduce emissions and pollutants discharged into the atmosphere by internal combustion engines. These emission control devices, however, only remove a portion of the pollutants and are subject to deterioration with the passage of time. Also, they often hinder engines from operating at peak efficiencies.

[0003] Hydrogen, natural gas, and propane, may be used as a fuel for internal combustion engines. Such gases have the capability of producing less combustion pollutants and decreasing engine operating costs when compared to fossil fuels without implementing complex emission control devices. Further, the use of such gases reduces the rate of world fossil fuel consumption.

[0004] Hydrogen and natural gas have not been widely used as a primary fuel because of the limitations on the numbers and locations of retail suppliers of hydrogen and natural gas for vehicles. Accordingly, it is impractical to produce vehicles that are fueled solely by gaseous fuels, such as hydrogen and natural gas due to range limitations. The solution to the limitations on retail gaseous fuel suppliers in the industry has been to combine hydrogen or natural gas with fossil fuels, such as gasoline or diesel fuel. Thus, vehicles may be equipped with supplemental or auxiliary supplies of hydrogen or natural gas.

[0005] To efficiently mix fossil fuels and gaseous fuels and to retrofit existing vehicles and fleets of long haul trucks, the industry has developed various systems that require as little retrofitting as possible to existing fuel intake systems. Thus, various systems have been developed for mixing gaseous fuels, such as hydrogen and natural gas, with liquid fuels, such as gasoline and diesel fuels.

[0006] Despite the advantages of known systems for mixing gaseous fuels, such as hydrogen and natural gas, with liquid fuels, such as gasoline and diesel fuels, improvements are still being sought. The known devices and systems are characterized by several disadvantages that may be addressed by the disclosure. The disclosure minimizes, and in some aspects eliminates failures and other problems known in the industry by utilizing the methods and structural features described herein.

[0007] The features and advantages of the disclosure will be set forth in the description which follows, and in part will be apparent from the description, or may be learned by the practice of the disclosure without undue experimentation. The features and advantages of the disclosure may be realized and obtained by means of the instruments and combinations particularly pointed out in the appended claims, if any. Any discussion of documents, acts, materials, devices, articles or the like which has been included in the present specification is not to be taken as an admission that any or all of these matters form part of the prior art base, or were common general knowledge in the field relevant to the disclosure as it existed before the priority date of each claim, if any, of this application.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Non-limiting and non-exhaustive implementations of the present disclosure are described with reference to the following figures, wherein like reference numerals refer to like parts throughout the various views unless otherwise specified. Advantages of the present disclosure will become better understood with regard to the following description and accompanying drawings where:

[0009] FIG. 1 is a perspective view of an embodiment of an air and fuel injection device made in accordance with the teachings and principles of the disclosure;

[0010] FIG. 2 is an exploded view of an embodiment of an air and fuel injection device made in accordance with the teachings and principles of the disclosure;

[0011] FIG. 3 is a side, cross-sectional view of an embodiment of an air and fuel injection device illustrating a closed position and made in accordance with the teachings and principles of the disclosure; [0012] FIG. 4 is a side, cross-sectional view of an embodiment of an air and fuel injection device illustrating an open position and made in accordance with the teachings and principles of the disclosure;

[0013] FIG. 5 is a side, cut-away view of an embodiment of an air and fuel injection device illustrating a closed position and made in accordance with the teachings and principles of the disclosure;

[0014] FIG. 6 is a side, cut-away view of an embodiment of an air and fuel injection device illustrating an open position and made in accordance with the teachings and principles of the disclosure; and

[0015] FIG. 7 is a side, cut-away view of an embodiment of an air and fuel injection device illustrating air and fuel flow when the device is in an open position.

DETAILED DESCRIPTION

[0016] For the purposes of promoting an understanding of the principles in accordance with the disclosure, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the disclosure is thereby intended. Any alterations and further modifications of the inventive features illustrated herein, and any additional applications of the principles of the disclosure as illustrated herein, which would normally occur to one skilled in the relevant art and having possession of this disclosure, are to be considered within the scope of the disclosure.

[0017] Before the device and system for mixing fluid fuels with air and then injecting the mixture into a carbureted or fuel injected gasoline engine or a diesel engine are disclosed and described, it is to be understood that this disclosure is not limited to the particular configurations, process steps, and materials disclosed herein as such configurations, process steps, and materials may vary somewhat. It is also to be understood that the terminology employed herein is used for the purpose of describing particular embodiments only and is not intended to be limiting since the scope of the disclosure will be limited only by the appended claims, if any, and equivalents thereof.

[0018] In describing and claiming the disclosure, the following terminology will be used in accordance with the definitions set out below. [0019] It must be noted that, as used in this specification, the singular forms "a,"

"an," and "the" include plural referents unless the context clearly dictates otherwise.

[0020] As used herein, the terms "comprising," "including," "containing,"

"characterized by," and grammatical equivalents thereof are inclusive or open-ended terms that do not exclude additional, unrecited elements or method steps.

[0021] As used herein, the phrase "consisting of and grammatical equivalents thereof exclude any element, step, or ingredient not specified.

[0022] As used herein, the phrase "consisting essentially of and grammatical equivalents thereof limit the scope of a claim to the specified materials or steps and those that do not materially affect the basic and novel characteristic or characteristics of the claimed disclosure.

[0023] Applicants have discovered that mixing fluid fuels, such as hydrogen or natural gas, with air and then injecting the resulting mixture into a carbureted or fuel injected gasoline engine or a diesel engine may be greatly enhanced by utilizing the pressure from the air intake of an engine to actuate a valve allowing hydrogen or natural gas to mix with the air, advantageously resulting in an air/gas mixture that can be directed into the combustion chamber of an engine. Applicants have thus conceived of an air and fluid gas mixing and injecting device and system for use with a carbureted or fuel injected gasoline engine or a diesel engine as detailed more fully below.

[0024] Referring now to FIGS. 1-7, a device 100 for mixing fluid fuels, including hydrogen or a hydrocarbon based fuel, such as natural gas, with air and then injecting the fluid fuel-air mixture into a carbureted, or fuel injected, gasoline engine or a diesel engine is illustrated. The device 100 may comprise an air inlet port 101, an air-fuel discharge port 102, and a gas injection body 103. It will be appreciated that the device 100 of the disclosure may be used as an in-line injector to inject or blend hydrogen or a hydrocarbon based fuel, such as natural gas or propane, with a volume of air for combustion in an engine's combustion chamber (not illustrated). The blended air-fuel mixture may be used in any gasoline engine or diesel engine application. The air-fuel mixture may be used as a primary fuel or as a supplemental fuel in the case of diesel engines.

[0025] The air inlet port 101 may comprise a neck portion 120 and a body portion 122. The neck portion 120 may be hollow or tubular. The neck portion 120 may further comprise a first opening that has a first diameter Dl (illustrated best in FIG. 7). The body portion 122 of the air inlet port 101 may comprise a transition between the neck portion 120 and the body portion 122, wherein the neck portion 120 tapers into a larger interior area or portion 115. The body portion 122 may comprise a second opening that has a second diameter D2 (illustrated best in FIGS. 3 and 4). The diameter of the second opening D2 may be larger than the first opening Dl, such that air is able to move in a laminar flow as discussed more fully below. The body portion 122 may further comprise a flange 124 having at least one mounting ear 106 and at least one assembly ear

108, or the flange 124 may comprise a plurality of mounting ears 106 and assembly ears 108.

[0026] Similarly, the air- fuel discharge port 102 may comprise a body portion 126 that corresponds with the fuel injection body 103 and the body portion 122 of the air inlet port 101. The air- fuel discharge port 102 may further comprise a neck portion 128 having a third opening that may act as an exit for the air-fuel mixture. The third opening may comprise a third diameter D3. The body portion 126 of the air-fuel discharge port 102 may comprise a transition between the neck portion 128 and the body portion 126, wherein the neck portion 128 tapers into a larger hollow interior area or portion 116 of the body portion 126. The body portion 126 may comprise a fourth opening with a fourth diameter D4 (illustrated best in FIGS. 3 and 4). The fourth diameter D4 may be larger than the third diameter D3, such that the air- fuel mixture may be guided to the combustion chamber in a blended mixture. The body portion 126 may further comprise a flange 134 having at least one mounting ear 106 and at least one assembly ear 108, or the flange 134 may comprise a plurality of mounting ears 106 and assembly ears 108, that correspond to the mounting ear or ears 106 and the assembly ear or ears 108 on the air inlet port 101. At least one body assembly bolt 104 and nut 105, or a plurality of body assembly bolts 104 and nuts 105, may be used to assemble the air inlet port 101 to the air-fuel discharge port 102 (illustrated best in FIGS. 1 and 2).

[0027] Referring specifically to FIG. 2, several individual components may be located or accommodated in the gas injection body 103, such as an air flow deflector

109, which may be shaped as a mushroom head, a spring 110, a valve stem 111, and an adjustment mechanism 112, such as a threaded rod, bolt or screw, for adjusting the valve stem 111 or air flow deflector 109. The injection body 103 may comprise a fluid fuel inlet port 107 that may be a hollow tunnel or hollow that leads the fluid fuel, including hydrogen or a hydrocarbon based fuel, such as natural gas or propane, into the interior 116 of the body 126 to blend or combine with the air that passes through the fuel injection body 103. The air flow deflector 109 may be coupled or attached to the spring 110 and valve stem 111 with the adjustment mechanism 112.

[0028] Air may be drawn into the air inlet port 101 by suction created by the turbo charger or engine manifold vacuum, thereby forcing the air into the device 100. The air inlet port 101 may increase in diameter from the opening (having a diameter Dl) to the exit (having a diameter D2) so that the air has room to flow around the air flow deflector 109 and through the fuel injection body 103 into the air fuel-discharge port 102.

[0029] As illustrated best in FIG. 7, the air may flow over and around the air flow deflector 109. The air may then travel in a laminar flow toward the back side of the air flow deflector 109 for variable mixing of the air and fluid fuel. Air may be rammed against the air flow deflector 109 and may be used to compress the spring 110. The spring 110 may be used to offer resistance to the flow of air against the air flow deflector 109. The air flow deflector 109 may be attached to the valve stem 111 by the adjustment mechanism 112, such as a threaded rod, bolt, or screw. The air flow deflector 109, the valve stem 111 and the adjustment mechanism 112 may form an assembly that freely rides within a pedestal body 117. The assembly may ride on two bushings that may operate as valve guides 113.

[0030] The fluid fuel, such as hydrogen or a hydrocarbon based fuel, including natural gas and propane, may be introduced and pushed into the fuel injection body 103 through the gas inlet port 107. The fluid fuel may travel through an opening in the gas injection pedestal 117. The fluid fuel may then be discharged into the air stream through an interface of a valve seat 114 and the valve stem 111 (illustrated best in FIG. 4). It will be appreciated that in alternative embodiments, the fluid fuel may travel through the valve stem 111, around the valve stem 111, or through a nozzle attached to the valve stem 111.

[0031] The device 100 and system of the disclosure may be designed to meter the air intake in proportion to the force placed on the air flow deflector 109, which may be balanced or offset by the return force of the spring 110. The adjustment mechanism 112 may be used to adjust the relationship of the air flow deflector 109 to the valve stem 111. Adjustment of the adjustment mechanism 112 may operate to change the relationship of the valve stem 111 and the valve seat 114 as well as the resultant gap between the valve stem 111 and the valve seat 114. Accordingly, the adjustment mechanism 112 allows for fine tuning of the device 100 and system. The fine tuning, thus, may be an opening and closing relationship of the valve seat 114 and valve stem 111. The resultant gap between the valve stem 111 and the valve seat 114 may be used to control the fuel flow that is then mixed with the air.

[0032] It will be appreciated that the air flow deflector 109 may operate to begin the laminar flow process (illustrated best in FIG. 7). As the air moves through the fuel injection body 103, it may move around the pedestal 117. The air may then pick-up or mix with the fuel discharged between the valve stem 111 and the valve seat 114, or through the valve stem body 111, into the air- fuel discharge port 102. It will be appreciated that because of the laminar flow of the air, the back side of the valve stem 111 may be used to mix additional fuel into the air stream for homogeneous mixing of the fuel and air.

[0033] It will be appreciated that the fuel may travel through the opening created by the movement of the valve stem 111 along the valve seat 114, or the fuel may travel through the valve stem body, or both. The resultant discharged fuel may then be mixed with the air, where thereafter the air- fuel mixture may be sent to either a carbureted, or fuel injection engine, or a diesel engine.

[0034] It will be appreciated that the disclosure may also comprise flashing the electronic control unit (ECU) of a vehicle and reprogramming the ECU for optimizing the use of the fluid fuel and air mixture with the engine. One or more sensors may be used to monitor the mass flow at the air entrance, or the opening of the device 100 where air is drawn into the device 100, and the exit of the device 100 where the air-fluid fuel mixture exits the device 100. As the mass flow increases or decreases, the one or more sensors may transmit information back to the ECU, where the ECU regulates the amount of fluid fuel to enter into the device 100 based on the needs of the vehicle.

[0035] In the foregoing Detailed Description, various features of the disclosure are grouped together in a single embodiment for the purpose of streamlining the disclosure. This method of disclosure is not to be interpreted as reflecting an intention that the disclosure requires more features than are expressly recited herein. Rather, as the following embodiments may reflect, inventive aspects lie in less than all features of a single foregoing disclosed embodiment. Thus, the following claims, if any, are hereby incorporated into this Detailed Description by this reference, with each claim standing on its own as a separate embodiment of the disclosure.

[0036] It is to be understood that the above-described arrangements are only illustrative of the application of the principles of the disclosure. Numerous modifications and alternative arrangements may be devised by those skilled in the art without departing from the spirit and scope of the disclosure and the appended claims, if any, are intended to cover such modifications and arrangements. Thus, while the disclosure has been shown in the drawings and described above with particularity and detail, it will be apparent to those of ordinary skill in the art that numerous modifications, including, but not limited to, variations in size, materials, shape, form, function and manner of operation, assembly and use may be made without departing from the principles and concepts set forth herein.

Claims

1. A device for injecting a fluid fuel into an air stream of an engine, comprising: an air intake port for receiving an air steam;

an injection port for injecting the fluid fuel into the air stream; and

a movable air flow deflector that is in mechanical communication with the injection port and comprising a variable shaped aerodynamic head portion for deflecting the air stream to maintain a predetermined air flow speed while receiving varying volumes of air during varying engine loads.

2. The device of embodiment 1, wherein the air stream is suctioned into the device via a turbo charger or engine manifold vacuum.

3. A device for injecting a fluid fuel into an air stream of an engine, comprising: a housing comprising an air inlet port, a fuel injection body, and an air-fuel discharge port; and

an assembly that is located and seated within the housing, wherein the assembly comprises an air flow deflector, a spring, a valve stem and an adjustment mechanism; wherein the air flow deflector, the spring and the valve stem are in mechanical communication with one another;

wherein the air flow deflector is sized and shaped to contact and deflect air as the air enters the air inlet port, such that when the air contacts the air flow deflector, the air flow deflector exerts a force on the spring, thereby compressing said spring, and moving the valve stem into an open position;

wherein the open position is adjustable and is dependent upon the amount of air received into the air intake port and thereby contacting the air flow deflector, such that the amount of fuel is increased as the amount of air increases as needed for proper combustion.

4. A device for injecting a fluid fuel into an air stream of an engine, comprising: a housing comprising an air inlet port, a fuel injection body, and an air-fuel discharge port; an assembly that is located and seated within the housing, wherein the assembly comprises an air flow deflector, a spring, a valve stem and an adjustment mechanism; and

a pedestal support comprising a hollow port for injecting the fluid fuel into the air stream, wherein the pedestal support is formed as part of the fuel injection body for supporting a combination of the air flow deflector, the spring, the adjustment mechanism and the valve stem;

wherein the valve stem comprises a hollow interior that is in communication with the port of the pedestal support, such that the fluid fuel flows from the port of the pedestal support into the hollow interior of the valve stem;

wherein the pedestal support provides two points of support, while allowing the fluid fuel to flow through the hollow interior and exterior of the valve stem.