Patent Application
20050274365
1. Field of Invention
This invention is relative to fuel injected engines; specifically to such devices that are used to inject fuel into engine cylinders.
2. Description of Prior Art
Fuel injected engines commonly use a device called an injector which injects; fuel into an engine's fire chamber. However, such injectors could be improved in order to enhance and increase the engine's performance.
Inventors therefore created various types of injectors specifically to increase the flow of air or pure oxygen driven into the combustion chamber.
U.S. Pat. No. 5,241,938, displays a fuel injector having a plurality of cylindrical air passages which allow air to be introduced (by suction) into a saturation chamber which is open to the engine intake manifold, in a direction which causes air to intersect a supply of fuel from a fuel injector, for atomizing in the saturation chamber.
U.S. Pat. No. 5,884,611, displays an effervescent fuel injector suitable for diesel and direct injection engines applications. Particularly it is the object to provide an effervescent fuel injector which is capable of injecting, particularly intermittently, an atomized fuel spray with drops which range from 5 to 6 microns in size, without requiring high pressures. Thus the invention of these effervescent fuel injectors which contain many moving parts, and which increase the size of the injector (to meet the required fuel volume) and all of the foregoing increases the manufacturing cost, and necessitates not only the reconfiguration of existing engine design, but higher maintenance costs; all this making the effervescent injector non-cost effective.
Obviously, then, a need exists for a small, in-line, Liquid Saturation Device (LSD) which is upstream from the injectors, but downstream from the fuel pump. This system which can effectively obtain the desired degree of atomization at existing fuel pressures (to reduce manufacturing costs but still meeting emission standards) is a beneficial and cost-effective device.
A type of atomizer which demonstrably obtains significant improvement in liquid atomization relative to air assist atomizers at low pressures is the Liquid Saturating Device.
This Liquid Saturation Device requires no add-on driving mechanism to operate, and will b-e a low-cost item to manufacture due to its minimal size and few moving parts. It will be easily installed, with minimum maintenance, on manufacturer's existing engine configurations.
Therefore, referring to the foregoing, the presented invention has the primary object of providing a Liquid Saturation Device suitable for both diesel and gasoline engines.
This, and other objects of the this invention, are achieved by a preferred embodiment Liquid Saturation Device comprising:
A capsule having two inlet passages, one for receiving a pressurized fuel pulse, and;
The second for receiving a pressurized gas pulse. The whole including a saturation chamber, a diffusing plug, a metering shaft, a check valve and one outlet passage.
Pressurized gas is diffused into pressurized fuel by the diffusing plug design in the saturation chamber, upstream of both pressurized fuel and pressurized gas inlets, creating a saturation with gas fuel pulse for directing to the engine injectors via the outlet passage. All the moving parts in the saturation chamber are activated by the very fuel pump timing pulse.
Fig. one (1) depicts a particularly shaped capsule with two inlet passages, one outlet passage and a seal plate on top.
Fig. two (2), depicts a particularly shaped capsule with two inlet passages, a machined saturation chamber, a machined diffusing plug, a seal washer, a seal plate, a particular metering shaft, two springs, a spring retainer washer and a check ball.
Fig. three (3), depicts a sectional view of the saturation chamber.
The present invention is a method and a device for saturating and diffusing air, oxygen or the like with a liquid fuel for an internal combustion engine.
Saturate and saturation are used herein to mean the process of saturating a liquid with a gas by charging or impregnating gas, such as air or oxygen into liquid fuel.
Diffusing and diffusion are used herein to meal the dissemination of the air or oxygen within a liquid fuel.
With reference to
The diffusing plug 16, setting in the fuel saturation chamber 18. A particular metering rod 22, which sets through in both fuel and gas inlet passages 13 and 14, via the metering rod channel 17. Spring prove 25, spring retainer washer 26, spring 28, and spring retainer washer groove 27, a ball 29, which comprise a one-way check valve 24, are set through the gas inlet passage 14. A seal cap 30, and a seal ring 31, fit on top of the saturation chamber 18.
Operation
A fuel supply 33, is connected at the fuel inlet passage 13, and a supply of pressurized gas 34, such as air or oxygen is connected at the gas inlet passage 14. The metering rod 22, which extends through both fuel and gas inlet passages 13 and 14, via the metering rod channel 27, perform by the engine fuel pump timing pressure, creating a pulsed fuel flow 35, at existing fuel pressure. Simultaneously, the check valve 24, performing or acting by the very fuel pump timing, releases a metered amount of gas 36, which depends on the required amount of fuel to be saturated. Both fuel and gas flowing simultaneously to the saturation chamber 18, via the plug fuel receiving slot 19, and via the plug gas receiving slot 19a, respectively, creating a mixing action or aeration throughout the integral design of the saturating chamber 18, and the diffusing plug 16, where the pressurized fuel flow 35, clash with the flowing gas 36, in the abundantly crossed plug saturating grooves 21. Then a saturated fuel flow 37, still going downstream to the engine injectors via the saturated fuel outlet passage 15.
The chamber steel plate 30, and chamber seal ring 31, are mounted on top of the duel saturation chamber 18, for assembly and disassembly.
The process of supply fuel and gas are variable and adjustable by using the existing fuel pump and the fine tuning used for each individual or particular engine is not sacrificed.
Accordingly, the present invention is not to be construed as limited to the forms shown, which are to be considered illustrative, not restrictive.
