Patent Application
20080078363
The features and advantages of the disclosure will become apparent from a consideration of the subsequent detailed description presented in connection with the accompanying drawings in which:
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 them. 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 claimed.
It must be noted that, as used in this specification and the appended claims, the singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. 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.
Applicant has discovered a system and method for vaporizing a fuel/air mixture to thereby improve the efficiency of an internal combustion engine. Referring now to
The air compressor 12 supplies a steady supply of pressurized air via a pressurized air line 24. The pressure regulator 14 maintains the pressure in the air line 24 at a pre-determined level. The air pressure should be maintained typically at a minimum pressure of six (6) pounds per square inch. The pressurized line 24 extends from the compressor 12 to a T-junction 15 proximate to the top of the fuel tank 16. At the T-junction 15, the line 24 is split. One split 17 of line 24 leads into the fuel tank 16. The line 24 maintains the fuel tank 16 at a positive pressure thereby forcing a liquid fuel stored in the tank 16 through a fuel line 26. Thus, the fuel tank 16 must be substantially airtight to maintain the positive pressure within the tank 16. Alternatively, a fuel pump of either electrical or mechanical design may be employed to pump fuel from the fuel tank 16 through the line 26.
The fuel line 26 extends from the fuel tank 16 to the fuel reservoir 18. The fuel reservoir 18 illustratively has the size dimensions of about 4 inches×4 inches×5 inches (0.1 meter×0.1 meter×0.13 meter). The fuel reservoir 18 may be constructed of a heat resistant material having a thickness of about 0.125 inches (0.32 centimeters), for example.
The fuel line 26 terminates inside of the fuel reservoir 18 at a valve 27 controlled by a float mechanism 28. The float mechanism 28 is used to maintain a desired supply level of liquid fuel in the reservoir 18. When the fuel level in the reservoir 18 drops below a desired level, the float of the mechanism 28 also drops thereby opening the valve 27 to permit fuel to enter the reservoir 18. Conversely, as the fuel level rises in the reservoir 18, the float 28 moves upward to thereby close the valve 27 when the desired supply level has been achieved. In this manner, a constant fuel level is maintained in the reservoir 18.
The pressurized air line 24 is also connected to the fuel reservoir 18 via the T-junction 15 discussed above. In particular, the second split 19 from the T-junction 15 leads to the fuel reservoir 18. The air line 24 maintains the interior of the reservoir 18 in a pressurized state. An air supply line 30 extends from the reservoir 18 to an air distribution manifold 39 indicated by the area enclosed in the dashed box in
It should be noted that the air inside of the line 24 and the fuel inside of line 26 may be pre-heated by in-line heaters 23 and 25, respectively. Heaters 23 and 25 utilize a thermal source, such as hot engine exhaust, hot oil, hot cooling fluid, or electric heating elements, to preheat the air and the fuel. For example, the heaters 23 and 25 may comprise tubing coiled around the outside or the inside of the lines 24 and 26 and hot engine coolant may be directed through the tubing. The pre-heating of the air and the fuel facilitates the vaporization of the fuel into the air.
After the fuel/air mixers 36, the fuel/air mixture passes through the heat exchanger 20 in heating tubes 38 connected to the fuel/air mixers 36. In order to further vaporize the fuel/air mixture, the heat exchanger 20 includes an inlet port 40 for receiving a thermal source heated by the engine 21. The thermal source serves as means to heat and vaporize any liquid fuel in the heating tubes 38. An outlet port 42 vents the thermal source after the fuel/air mixture in the heating tubes 38 has been adequately heated to vaporize any remaining liquid fuel. In the case of an automobile and where the thermal source is exhaust gas, the exhaust gas is directed from the outlet port 42 to the exhaust system of the automobile. In the case where the thermal source is oil, the oil is directed back to the engine oil pan or crankcase. In the case where the thermal source is engine coolant, the engine coolant is directed back to the radiator. Further, the inlet port 40 is situated nearest the engine 21 such that the hottest point is just before the fuel enters the engine to thereby maximize the fuel vaporization.
Once vaporized, the fuel/air mixture is pulled via a vapor fuel line 44 from the heat exchanger 20 to a carburetor 22. In one embodiment, the carburetor 22 is a natural gas carburetor that is designed to distribute vaporized fuel and air to an intake manifold or fuel injection system of the engine 21. A natural gas carburetor is adapted to use a non-liquid fuel, such as natural gas, to operate an engine. Thus, one benefit of the present invention is that an engine may have a dual fuel capability. For example, an engine may selectively run on natural gas, propane or a liquid fuel, such as gasoline, with little adjustment to the engine using the same carburetor.
Referring now to
The fuel/air mixers 36 mix the fuel and air together to form a partially vaporized mixture. A plurality of heating tubes 38, one extending from each fuel/air mixer 36, extend into the heat exchanger 20. Optionally, the fuel/air mixers 36 may include an electronic valve means for controlling the flow of air and fuel from the air supply line 30 and the fuel supply line 32, respectively. The valve means may be controlled via a computer based upon the needs of the engine 21 determined by sensors or other inputs. That is, the valve means regulates the flow of air and fuel to the engine 21 based upon the needs of the engine 21. In addition, the valve means may regulate the fuel-to-air ratio of the fuel/air mixture by independently controlling the air and fuel supply from the manifold 39. Typically, the engine 21 will require much more air than fuel to achieve an optimum combustion ratio.
As can be observed in
The positioning of the baffles 54 ensures that the thermal source passes uniformly around each of the heating tubes 38. The thermal source in the chamber 50 serves to heat the fuel/air mixture in the heating tubes 38 to the point where any remaining liquid fuel inside of the tubes 38 is completely vaporized into a gaseous or vaporized state. The thermal source may comprise exhaust gas, engine coolant, or engine oil. Care should be taken not to heat the fuel/air mixture to combustion within the heating tubes 38.
It should be noted that the configuration of the heat exchanger 20 shown in
The heating tubes 38 exit the wall 52 of the chamber 50 on the opposite side from which they entered. A vapor chamber 60 is formed by a perimeter wall 58 and a top wall and a bottom wall (not explicitly shown). A vapor outlet port 68, shown by the dashed circle, is formed in the top wall of the vapor chamber 60. Each of the heating tubes 38 terminates inside of the vapor chamber 60 at one of a plurality of nozzles 62. The heated and vaporized fuel/air mixture is injected into the vapor chamber 60 from heating tubes 38 through these nozzles 62. If necessary, the nozzles 62 may be jetted or otherwise configured to further vaporize or atomize any remaining liquid fuel present in the heated fuel/air mixture. It should be noted that the heating chamber 50 and the vapor chamber 60 are adjacent to each other and that they share a common wall. Shielding around the entire heat exchanger 20 can optionally be provided to prevent the unwanted escape of heat from the heat exchanger 20 into an engine compartment. The shielding can also serve to reflect heat back to the heat exchanger 20.
Referring now to
A port 64 in the feeder tube 34 may allow pressurized air to enter into the feeder tube 34. For that reason, the port 64 is located within the air supply line 30. The liquid fuel enters an open end 66 of the feeder tube 34, which terminates inside of the fuel supply line 32. Thus, there is pre-mixing of the fuel and air in the feeder tube. Alternatively, the air and fuel could be provide separately to the fuel/air mixers 36.
The fuel and air travel through the feeder tube 34 to the fuel/air mixer 36, where the fuel and air are more thoroughly mixed together. As previously mentioned, the heating tube 38 enters the chamber 50 via an opening (not shown) formed in wall 52. The heating tube 38 passes through baffles 54 and through the opposite side of wall 52. In an alternative embodiment, the fuel/air mixers 36 are located within chamber 50 such that the fuel/air mixers 36 are heated in the heat exchanger 20 to facilitate mixing. After passing out of the heating chamber 50, the heating tube 38 enters the vapor chamber 60 through a common wall 58 where the fuel/air mixture is injected, in a vaporized state, into the chamber 60 through nozzle 62.
Located within the heating tube 38 is a needle valve 41 extending from the fuel/air mixer 36 to the nozzle 62. The position of the tip of the needle valve is variable in relation to the nozzle 62 to thereby control the flow of the fuel/air mixture into the vapor chamber 60. The needle valve 41 may be electronically or manually controlled. The needle valve 41 is disposed within a coil 43, also located within the heating tube 38. Near the fuel/air mixer 36, the wind of the coil 43 inside of the heating tube 38 is fairly loose. As the coil 43 approaches the nozzle 62, the winding on the coil 43 is tighter. The purpose of the coil 43 is to disturb the fuel/air mixture as it passes through the heating tube 38. The disturbance caused by the coil 43 causes the fuel/air mixture to more thoroughly mix in the heating tube 38.
Formed in the top of chamber 60 is the vapor outlet 68 in communication with the vaporized fuel line 44. The vaporized fuel line 44 is in communication with the intake of the carburetor 22 (see
The vaporized fuel/air mixture in the chamber 60 is drawn into the line 44, and subsequently the carburetor 22, by a vacuum created by the cylinders of the engine 21. The carburetor 22 distributes the fuel/air mixture to the intake manifold(s) of the engine 21. From there, the fuel/air mixture is drawn into each of the individual cylinders for combustion through the appropriate port heads of each cylinder. In this manner, the engine 21 can intake as much of the fuel/air mixture as is needed to run the engine 21 from the chamber 60.
Although not shown, a return line may be connected to an opening in the bottom of chamber 60 for returning un-vaporized fuel to either the fuel tank 16 or the fuel reservoir 18. This will prevent unused liquid fuel from accumulating in the bottom of chamber 60.
It should be noted that various thermal sources may be passed through the heat exchanger 20, including hot engine exhaust, hot engine coolant, and hot engine oil. Also, electrical heating elements may also be used. In addition, the pressurized air may be preheated before mixture with the fuel. It will be appreciated that the structure and apparatus disclosed herein is merely one example of a means for heating and vaporizing the fuel/air mixture, and it should be appreciated that any structure, apparatus, or system for heating and vaporizing the fuel/air mixture which performs functions the same as, or equivalent to, those disclosed herein are intended to fall within the scope of a means for heating and vaporizing the fuel/air mixture, including those structures, apparatuses, or systems for heating and vaporizing the fuel/air mixture that are presently known, or that may become available in the future. Anything that functions the same as, or equivalently to, a means for heating and vaporizing the fuel/air mixture falls within the scope of this element.
Referring now to
The system 70 also comprises a fuel tank 81, a fuel pump 82 and a heater 84. The fuel tank 81 contains a supply of liquid fuel. The fuel pump 82 pumps fuel from the fuel tank 81 through a line 86. The heater 84 pre-heats the fuel in the fuel line 86.
The lines 78 and 86 both lead to a manifold 80 indicated by the dashed box in
The heat exchanger 94 includes an inlet port 96 for receiving a thermal source heated by an engine 100. The thermal source serves as means to heat and vaporize any liquid fuel in the heating tubes 92. An outlet port 98 vents the thermal source after the fuel/air mixture in the heating tubes 92 has been adequately heated to vaporize any remaining liquid fuel. In the case of an automobile and where the thermal source is exhaust gas, the exhaust gas is directed from the outlet port 98 to the exhaust system of the automobile. In the case where the thermal source is oil, the oil is directed back to the engine oil pan or crankcase. In the case where the thermal source is engine coolant, the engine coolant is directed back to the radiator. Further, the inlet port 96 is situated nearest the engine 100 such that the hottest point is just before the fuel enters the engine to thereby maximize the fuel vaporization. Once vaporized inside of the heat exchanger 94, the fuel/air mixture is pulled via a vapor fuel line 102 from the heat exchanger 94 to the engine 100.
Referring to
The heating tube 92 extends through a heating chamber 106 that includes baffles 108. The baffles 108 may be positioned similarly to the baffles 54 shown in
Referring now to
The improved vaporization provided by the present invention of the liquid fuel results in increased efficiency and economy through a more complete combustion of the fuel in the cylinders of an engine. In addition, harmful pollutants are reduced by the improved vaporization techniques described herein.
In the foregoing Detailed Description, various features of the present 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 claimed disclosure requires more features than are expressly recited in each claim. Rather, as the following claims reflect, inventive aspects lie in less than all features of any single foregoing disclosed embodiment. Thus, the following claims are hereby incorporated into this Detailed Description of the Disclosure by this reference, with each claim standing on its own as a separate embodiment of the present disclosure.
It is to be understood that the above-described arrangements are only illustrative of the application of the principles of the present disclosure. Numerous modifications and alternative arrangements may be devised by those skilled in the art without departing from the spirit and scope of the present disclosure and the appended claims are intended to cover such modifications and arrangements. Thus, while the present 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.
