CN1526053A - fuel delivery system - Google Patents

Abstract

A fuel delivery system is disclosed which includes an injector (40) having an end region (43). The end region (43) is provided from heat conducting material such as metal so that the end region can be heated by exhaust gas to heat the temperature of fuel in the injector end region so that the increase in temperature and pressure within the end region causes the fuel to flash into a vapour state immediately the fuel is ejected from the injector. The exhaust gas is supplied by an exhaust gas supply line (70, 402) and can be returned by an exhaust return line (405).

Description

fuel delivery system

related application

This application is based on Australian Provisional Application No.PR5397 filed on June 1, 2001, Australian Provisional Application No.PR9540 filed on December 13, 2001, and U.S. Provisional Application No.60/ 306606 and claims priority from the above application.

technical field

The present invention relates to a fuel delivery system for delivering petroleum or gasoline fuel to an internal combustion engine, and to an internal combustion engine and a vehicle having such a delivery system.

Background of the invention

Several experiments have been conducted to improve the fuel efficiency of vehicles. But recent advances in this area have made the design of internal combustion engines more complex and the way they operate.

Conventionally, the optimum mixing ratio of the combustible mixture composed of fuel and air is 14.7 to 1 by weight, which is calculated according to the chemical formula. When operating at a given torque curve, power and efficiency are first balanced to obtain the ratio that produces optimum injection under conventional operating conditions. Because the nature of the fuel determines that the fuel itself is a low-temperature substance, the fuel also acts as a cooling function in the combustion chamber of the engine to maintain the integrity of contacting surfaces such as valves and pistons. Reducing the fuel used for combustion will cause the temperature of the combustion chamber and the exhaust gas to rise. At this high temperature, the components will melt, or the components will stop working due to expansion and the reduction of internal spacing and fit clearance in the engine, resulting in engine failure.

Attempts have been made to improve fuel efficiency by providing some kind of heating mechanism between the injectors and the cylinders of the engine. These systems work by injecting fuel in a liquid state with injectors, vaporizing the fuel after the injection process and before delivering the fuel to the cylinders of the engine.

Summary of the invention

It is an object of the present invention to provide a fuel delivery system which improves fuel efficiency and which is readily available as an add-on to existing engines, or as an original component in the manufacture of engines.

A first aspect of the invention may be considered to reside in a fuel delivery system for an internal combustion engine having at least one cylinder and a piston reciprocating within the cylinder, the system comprising;

a fuel injector comprising a body and an end region delivering fuel from the end region for delivering fuel to the cylinder;

a fuel passage extending between the fuel injector and the cylinder to deliver fuel from the delivery member to the cylinder; and

heating means for heating the end region of the injector so as to heat the fuel in the end region before the injector ejects the fuel, so that when the injector ejects the fuel, the fuel can be converted into a gaseous state and at the same time The fuel may be maintained in a gaseous state as it travels along the fuel passage from the injector to the cylinder.

The inventors have discovered that the conventional technique of heating fuel to vaporize the fuel is to heat the fuel after it has been ejected from the injector. Thus in the prior art the injected fuel is in liquid rather than gaseous state and some kind of heating mechanism is provided downstream of the injector to convert the fuel into gaseous state. Due to the short time it takes for the fuel to travel from the injector to the cylinder under the pumping action of the engine, and the short path length, the heating mechanism does not function adequately to convert the liquid fuel to a gaseous state, so these systems operation is unsatisfactory. As a result, systems that work on this principle have had no significant commercial application. The inventors have found that by heating the end region of the injector, and thus heating the fuel in that part of the injector, the fuel will remain liquid in the end region due to the constant pressure in the injector, but once the fuel Leaving the injector, the liquid fuel will rapidly convert to vapor due to the pressure reduction of the fuel as it exits the nozzle and due to the thermal expansion of the heated fuel.

Therefore, when the fuel leaves the injector, the fuel is rapidly converted from a liquid state to a gaseous state by the flashing effect at the injector. Thus, all of the fuel will vaporize and maintain the fuel in a gaseous state as it travels from the injector to the cylinders of the engine. The fuel vapor is maintained in the gaseous state by means of a heating device which supplies heat to the fuel to maintain the vapor state as the fuel vapor exits the injector.

As the vapor travels down the fuel passage, the vapor will expand outward into the surrounding airflow, which can cool the fuel slightly as it travels along the length of the passage, however, due to the heat of the fuel and the Dispersed into the airflow flowing along the fuel passages, the fuel vapor will thus be maintained in a gaseous state, thus delivering the fuel in a vapor state to the engine cylinders. In other words, the fuel within the injector is heated to produce a flashing effect as the fuel is ejected from the end region and maintains the gaseous state at warmer ambient temperatures. Dilution of fuel vapors into the normal intake air cools this heated gas mixture, but the temperature of the mixture remains high, allowing fuel to be delivered to the cylinders in a vapor state. Because the fuel is vaporized and delivered to the engine cylinders in a vapor state, the engine can operate on a leaner mixture while maintaining the integrity of all components, power output is increased and emissions are improved, and more importantly, Prevents overheating that can occur with lean mixtures, allowing for a significant reduction in the amount of fuel used while maintaining engine performance.

Heating the end region of the injector, rather than the body of the injector, will not damage the injector if the injector is heated in its entirety, or directly to a temperature high enough for fuel to occur rapidly after exiting the end region There is a high risk of damage to the injector if fuel with a flashing effect is delivered to the injector.

Alternatively, if increased power is required instead of reduced fuel consumption, the fuel mixture can be continued rather than reduced, thereby increasing engine power.

Preferably, the end region of the injector is thermally conductive, so that the end region of the injector can be heated to transfer heat into the end region of the injector.

In a preferred embodiment of the present invention, the casing on the end shaft of a conventional injector is removed to expose the end shaft of the injector which is made of metal, so that the exposed end shaft constitutes the end region of the injector and is heated by heating means to heat the end region.

Preferably, the means for heating the end region of the injector comprises exhaust gas conveying means for conveying 7 exhaust gas generated by the combustion of fuel and air in the engine to the end region of the injector for heating The end region of the injector.

Preferably, the exhaust gas delivery device guides the exhaust gas to the end region of the injector so that the exhaust gas comes into intimate contact with the end region of the injector, thereby heating the end region of the injector and the fuel.

In another embodiment of the invention, the means for heating the end region of the injector comprises a heat-conducting support for supporting and contacting the end region of the injector, the heat-conducting support also being in contact with the engine's The heated parts are in contact so that heat from the engine can be transferred via the support to the end region of the injector to heat the end region of the injector.

Preferably, the support comprises a ring having a cylindrical outer wall and a cylindrical hole, the cylindrical outer wall being received in a hole in the heated part of the engine to transfer heat from the engine to the ring part, the cylindrical hole has a cylindrical inner wall for receiving the end region of the injector, so that the end region is in contact with the cylindrical inner wall and heat can be transferred from the heated part to the ring and then to the The end area of the injector.

In one embodiment of the present invention, the fuel delivery system includes a heat exchanger, the heat exchanger has a heat exchange tube arranged in the exhaust passage of the engine, one end of the heat exchange tube is connected to an air supply tube, The other end is connected to a hot air return pipe for conveying air from the air inlet, the hot air return pipe for conveying the air heated in the heat exchange pipe to the end region of the injector and extending over the fuel Channel between conveying element and cylinder.

In one embodiment of the invention, the heated part of the engine is located on the exhaust side of the engine and adjacent to the exhaust manifold, an air intake duct is provided for directing cool air to the end of the injector area so that the end area of the injector does not overheat.

In other embodiments of the invention, the heated portion is located on the air intake side of the engine.

In this embodiment of the invention, an inlet hole is provided to allow exhaust gas to enter the hot air return duct so that exhaust gas and air flow through the hot air return duct and deliver the exhaust gas and air mixture to the jet The end area of the device and the channel.

Preferably, the inlet hole is located in the heat exchange tube and close to the position where the heat exchange tube connects with the air supply tube.

In this embodiment of the invention, the air supply tube is connected to the idle air supply tube of the engine so that the idle air flows through the supply tube and travels to the passage extending between the fuel delivery member and the cylinder, by making the The idle air flows through the heat exchange tubes and mixes the idle air with the exhaust gas entering from the inlet hole to heat the idle air and supply the exhaust gas and air mixture to the end region of the injector and extending to the fuel delivery member channel between cylinder and cylinder.

Preferably, the heat exchanger comprises a tube connected between the exhaust manifold of the engine and an exhaust pipe which discharges the exhaust gases into the atmosphere.

Preferably, the passage between the fuel delivery member and the cylinder has a fuel air delivery pipe provided in the air intake passage of the engine.

Preferably, a swirler is provided in the fuel-air delivery pipe to swirl the mixture of air, exhaust gas and fuel vapor as it travels along the fuel-air delivery pipe, thereby fully mixing the air, exhaust gas and fuel steam.

Preferably, the engine includes a plurality of fuel injectors, the hot air return pipe is connected to a distribution pipe, and the distribution pipe has a plurality of discharge pipes, each discharge pipe corresponds to each fuel injector, and the extension direction of each discharge pipe are substantially perpendicular to the direction in which fuel is ejected from each injector.

At speeds above engine idle speed, air to support fuel combustion is provided via the intake manifold, in the preferred embodiment only idle air flows through this air fuel delivery tube, while above idle speed The extra air below to support the fuel is routed through the engine's intake manifold and intake passages.

Therefore, the tubes for delivering fuel to the cylinders are small compared to the normal size of the intake passages and a good heat exchange is possible since the fuel is delivered together with the heated air and exhaust gases through the air-fuel tubes where The fuel is heated in substantially the entire passage of the fuel so that the vapor fuel can be delivered to the cylinders.

In a second embodiment of the invention, the channel for delivering fuel and air goes through the exhaust channel and the top of the engine to the air intake side, the channel has an inlet in the exhaust channel so that exhaust gases can be sucked into the channel inside to mix with the air and fuel delivered to the cylinders through this passage.

Thus, according to this embodiment of the invention, the primary heat exchange for vaporizing the fuel takes place within the passage extending through the exhaust passage of the engine.

Preferably, the air supply pipe passes through a heat exchanger arranged on the exhaust passage of the engine for preheating the air which will then be delivered to surround the fuel injectors.

In another embodiment of the present invention, the passage is arranged in the intake manifold as in the first embodiment of the present invention, and the passage has an air inlet branch extending into the intake manifold and communicates with the exhaust passage of the engine. The exhaust gas enters the branch pipe, and an exhaust gas delivery pipe extends between the exhaust gas inlet branch pipe and the air inlet branch pipe and extends through the passage, so that when the fuel injector injects fuel into the passage, the fuel will enter the branch pipe with the incoming air mixes with the air in the passage and travels around the exhaust gas delivery tube in the passage, thereby exchanging heat with the exhaust gas delivery pipe to heat the air and fuel in the passage as the fuel travels from the injector to the cylinder, while flowing through Exhaust gas from the exhaust duct may flow into the air inlet branch and be drawn into the passage together with the air passing through the air inlet branch into the channel to further heat the air and fuel mixture.

In one embodiment of the invention, the system includes temperature maintaining means for maintaining the temperature of the exhaust gas supplied to the end region of the injector at a predetermined temperature to prevent overheating of the end region.

Preferably, the temperature maintaining means includes a valve for selectively allowing or cutting off the flow of cool air mixed with the exhaust gas, thereby lowering the temperature of the exhaust gas.

Preferably, a temperature sensing means is provided near the end region for monitoring the temperature of the exhaust gas and opening the valve to allow cool air to flow into the exhaust gas if the temperature is above a predetermined temperature.

A second aspect of the invention may be considered as a fuel delivery system for an internal combustion engine having at least one cylinder, a piston moving within the cylinder, an intake passage for introducing air into the cylinder, and a Exhaust passages for discharging the exhaust gas in the cylinder, the system includes:

a fuel injector comprising a body and an end region from which fuel is delivered;

A small passage, smaller in cross-sectional area and smaller in volume than the intake passage extending between the injector and the cylinder, used to deliver fuel and to support A certain share of air required for fuel combustion; and

heating means for heating the end region of the injector so as to heat the fuel in the end region before the injector ejects the fuel, so that when the injector ejects the fuel, the fuel can be converted into a gaseous state and at the same time The fuel may be maintained in a gaseous state as it travels along the fuel passage from the injector to the cylinder.

In one embodiment of the invention, the small passage extends over only part of the distance between the injector and the cylinder, the passage having a first end close to the end region of the injector and a second end communicating with the intake passage , so that fuel vapors will first flow through the small passage and then enter the intake passage to mix with the combustion air that is drawn into the intake passage by the engine's suction.

In one embodiment of the invention, the heating device comprises a heat exchanger for heating the air portion before the air is delivered to the end region of the injector.

Preferably, in such an embodiment of the invention, the air is partly mixed with the exhaust gas expelled from the cylinder to further heat the air, so that a mixture of heated air and exhaust gas is supplied to the injector end region and the passage .

Preferably, the air portion is engine-supplied idle air, the system comprising an idle air supply pipe extending from an idle helical coil to a heat exchanger and exchanging heat with a Pipe connection, the heat exchange pipe is connected to a hot gas return pipe, and also includes a device for exhaust gas to enter the hot gas return pipe, so that the exhaust gas mixes with the idle air to heat the idle air, and the return pipe is used to combine the exhaust gas and the idle air. The mixed gas of air is supplied to the end area of the injector, so that the mixed gas of the heated idle air and exhaust gas surrounds the end area of the injector to heat the end area, and the fuel vapor ejected by the injector is combined with the heated idle air and exhaust gas. The mixed gases travel together through this channel to the cylinder.

In one embodiment of the invention, the passage contains a swirler for swirling the mixture of idle air, exhaust gas and fuel vapor so that the mixture travels along the passage to the cylinders sufficiently Mix this mixture.

In one embodiment of the present invention, the hot air return pipe is connected with a distribution pipe, and the distribution pipe has a plurality of outlets, each outlet corresponds to one of the plurality of fuel injectors, and the outlet is used to convert exhaust gas and idle speed The mixed gas of air is supplied to the fuel injector to be mixed with the fuel vapor ejected from the injector.

In one embodiment of the invention, the passage comprises a tube mounted within the engine intake passage, the tube having a smaller cross-sectional area and volume than the intake passage.

Preferably, the fuel injector is located in a hole in the top of the engine which communicates with the distribution pipe and the fuel air delivery pipe.

In another embodiment of the invention, the tube is integral with the top of the engine rather than being a separate tube mounted in the engine intake passage.

Preferably, the idle air is provided through an idle air transmission block installed between the idle helical coil and the throttle valve body, the block has a first hole and a second hole, the first hole and the idle air delivery block An inlet communicates with the second bore, which communicates with a passage through the idle helical coil and communicates with the idle air supply pipe. In this arrangement, the idle air inlet passage located on the downstream side of the butterfly valve of the throttle body is blocked so that the idle air cannot enter the engine without passing through the idle air supply pipe.

In another embodiment of the invention, the heat exchanger is formed by a part of the channel which, in use, is exposed to the exhaust gas expelled from the cylinder, which channel leads via the block to the intake channel of the engine.

Preferably, the passage passes through a bore extending from the exhaust passage of the engine to the intake passage.

In such an embodiment, the channel communicates with a spacer having an aperture therein which communicates with a distribution duct which communicates with an idle air supply duct for receiving idle air.

In one embodiment, the injector is located in the distribution tube, and the end region of the injector is in contact with the distribution tube, thereby heating the end region, and the injector sends fuel into the hole of the spacer, so that the fuel is It is mixed with the air supplied by the idle air supply pipe, and then enters the engine's intake passage and cylinder through this passage.

In such an embodiment, the distribution pipe and spacer are joined at the engine's exhaust manifold, which provides a relatively hot heating source to heat the end region of the injector, delivering idle air to the The distribution pipe not only supplies the combustion air but also cools the end area in order to prevent it from overheating.

Preferably, the passage has a hole therein which allows exhaust gases to enter the passage to maintain the fuel and air traveling along the passage in a heated state so that the fuel in a vapor state can be delivered to the intake passage and cylinders of the engine.

In another embodiment, the distribution pipe is isolated from the spacer, and the idle air supply pipe extends through a heat exchanger located on the engine exhaust header to heat the portion of the air supplied to the distribution pipe and thereby heat the jet end area of the device.

Also, in such an embodiment of the invention, the channel may be a tube that fits within the exhaust channel, passes through a hole in the top, and opens into the intake channel of the engine. However, the tube could also be integral with the bore by casting or drilling the tube into the roof of the engine.

In another embodiment of the present invention, the passage includes an exhaust gas inlet branch pipe, which communicates with the exhaust passage of the engine, and is also connected with an exhaust gas pipe extending in the passage, and the passage also has An air inlet branch and a fuel delivery end, the exhaust pipe connected to the exhaust inlet branch extends into the air inlet branch, so that some intake air traveling through the intake manifold can enter the air inlet branch and communicate with the exhaust gas The exhaust gas transported by the exhaust pipe is mixed, and then enters the passage, travels along the passage to the cylinder together with the fuel injected into the intake port, the exhaust gas flowing through the exhaust pipe exchanges heat with the air and fuel in the passage, and at the same time Mixing the exhaust gas with the air and fuel vapor mixture also maintains the fuel vapor in a gaseous state.

In such an embodiment, the outlet end of the exhaust duct is located adjacent to a dome-shaped baffle, which deflects the exhaust exiting from the exhaust duct so that it flows through the air inlet branch in the direction of air flow, and Mixes with this air as it enters the branch and flows to the channel.

In a preferred embodiment of the present invention, the channel, the exhaust gas inlet branch pipe and the air inlet branch pipe constitute an integral pipe, and the integral pipe is installed in the intake passage of the engine. However, in other embodiments, the tube may also be cast in, or drilled into, the engine block or top to form original equipment with the engine block or top.

A third aspect of the invention may be considered as a fuel delivery system for an internal combustion engine having at least one cylinder, a piston moving within the cylinder, an intake passage for introducing air into the cylinder, and a Exhaust passages for discharging the exhaust gas in the cylinder, the system includes:

a fuel injector comprising a body and an end region from which fuel is delivered;

a passage, separate from the intake passage, extending between the injector and the cylinder for delivering fuel from the injector and idle air to the cylinder; and

A heating device that heats the end region of the injector so that the fuel in the end region is heated before the injector ejects the fuel, so that when the injector ejects the fuel, the fuel can be converted into a gaseous state and at the same time The fuel is maintained in a gaseous state as it travels along the fuel passage from the injector to the cylinder.

In one embodiment of the invention, the small passage extends over only part of the distance between the injector and the cylinder, the passage having a first end close to the end region of the injector and a second end communicating with the intake passage , so that fuel vapors will first flow through the small passage and then enter the intake passage to mix with the combustion air that is drawn into the intake passage by the engine's suction.

In one embodiment of the invention, the heating device comprises a heat exchanger for heating the idle air before it is fed into the end region of the injector and into the channel.

Preferably, in this embodiment of the invention, the idle air is mixed with the exhaust gas expelled from the cylinder to further heat the air so that a mixture of heated air and exhaust gas is supplied to the injector end region and the aisle.

Preferably, the system includes an idle air supply pipe, the idle air supply pipe extends from an idle spiral coil to the heat exchanger, and is connected to a heat exchange pipe in the heat exchanger, and the heat exchange pipe is connected to a a hot gas return pipe connection, further comprising means for introducing exhaust gas into the hot gas return pipe so that the exhaust gas mixes with idle air to heat the idle air, the return pipe for supplying the mixture of exhaust gas and idle air to the fuel delivery member, The heated idle air and exhaust gas mixture surrounds the fuel delivery member to heat the fuel delivery member, and the fuel delivered by the fuel delivery member travels through the passage along with the heated idle air and exhaust gas mixture.

In one embodiment of the invention, the passage contains a swirler for swirling the mixture of idle air, exhaust gas and fuel so that it is thoroughly mixed as it travels along the passage to the cylinder. the mixture.

In one embodiment of the present invention, the hot air return pipe is connected with a distribution pipe, the distribution pipe has a plurality of outlets, each outlet corresponds to one of the plurality of fuel injectors, and the outlets are used for exhaust gas and A mixture of/or idle air is supplied to the fuel delivery member to be mixed with the fuel supplied by the fuel delivery member.

In one embodiment of the invention, the passage comprises a tube mounted within the engine intake passage, the tube having a smaller cross-sectional area and volume than the intake passage.

Preferably, the fuel injector is located in a hole in the top of the engine which communicates with the distribution pipe and the fuel air delivery pipe.

In another embodiment of the invention, the tube is integral with the top of the engine rather than being a separate tube mounted in the engine intake passage.

Preferably, the idle air is provided through an idle air transmission block installed between the idle helical coil and the throttle valve body, the block has a first hole and a second hole, the first hole and the idle air delivery block An inlet communicates with the second bore, which communicates with a passage through the idle helical coil and communicates with the idle air supply pipe. In this arrangement, the idle air inlet passage located on the downstream side of the butterfly valve of the throttle body is blocked so that the idle air cannot enter the engine without passing through the idle air supply pipe.

In another embodiment of the invention, the heat exchanger is formed by a part of the channel which, in use, is exposed to the exhaust gas expelled from the cylinder, which channel leads via the block to the intake channel of the engine.

Preferably, the passage passes through a bore extending from the exhaust passage of the engine to the intake passage.

In such an embodiment, the channel communicates with a spacer having an aperture therein which communicates with a distribution duct which communicates with an idle air supply duct for receiving idle air.

In one embodiment, the injector is located in the distribution tube, and the end region of the injector is in contact with the distribution tube, thereby heating the end region, and the injector sends fuel into the hole of the spacer, so that the fuel is It is mixed with the air supplied by the idle air supply pipe, and then enters the engine's intake passage and cylinder through this passage.

In such an embodiment, the distribution pipe and spacer are joined at the engine's exhaust manifold, which provides a relatively hot heating source to heat the end region of the injector, delivering idle air to the The distribution pipe not only supplies the combustion air but also cools the end area in order to prevent it from overheating.

Preferably, the channel has a hole therein which allows exhaust gas to enter the channel to maintain the fuel and air traveling along the channel heated.

In another embodiment, the distribution pipe is isolated from the spacer, and the idle air supply pipe extends through a heat exchanger located on the engine exhaust header to heat the portion of the air supplied to the distribution pipe and thereby heat the jet end area of the device.

Also, in such an embodiment of the invention, the channel may be a tube that fits within the exhaust channel, passes through a hole in the top, and opens into the intake channel of the engine. However, the tube could also be integral with the bore by casting or drilling the tube into the roof of the engine.

Yet another aspect of the invention may be considered to reside in a fuel delivery system for an internal combustion engine having at least one cylinder and a piston reciprocating within the cylinder, the system comprising;

An injector is used to introduce fuel into the cylinder so that the fuel is deposited on the piston located in the cylinder so that the fuel can be vaporized before the fuel is ignited.

Preferably, the fuel is heated before it is fed into the cylinder and onto the piston.

Preferably, the heater includes a heat exchanger that is heated by exhaust gas from the engine, a fuel line passing through the source of exhaust gas so that the exhaust gas is used to heat the fuel flowing through the fuel line to the injector.

However, in other embodiments, the heat exchanger can also use hot water supplied by the engine, or use electricity to heat the fuel pipe and further heat the fuel flowing through the fuel pipe to the injector.

Preferably, the injector is located in the side wall of the cylinder.

Preferably, there is a hole in the side wall, a sleeve is arranged in the hole, and the injector is arranged in the sleeve.

Preferably, the sleeve has an outlet hole extending from the bore to the interior of the cylinder.

Preferably, the side wall of the cylinder comprises a block portion in which the cylinder is located, the hole is formed in and partly through the block wall, the hole communicates with a reduced diameter hole , the bore extends from the bore to the cylinder, and the sleeve includes a hollow stem seat in the reduced diameter bore so that the nozzle of the fuel injector can be seated in the stem seat to inject fuel into the cylinder and to on the piston.

Preferably, the sleeve tapers gradually from its outer end to the innermost end, so that the outer end is wider than the inner end, so that injectors of different sizes can be arranged in the sleeve while ensuring that the end area of the injector is Located near the end of the sleeve near the interior of the cylinder.

Preferably, the end region of the injector is heated by heat transfer with the cylinder wall or engine block wall, so that the fuel vaporizes rapidly while the injector ejects the fuel.

The present invention also provides a fuel delivery system for delivering petroleum or gasoline fuel to an internal combustion engine having at least one cylinder, a piston moving within the cylinder, an inlet for introducing air into the cylinder Gas passage, and exhaust passage for exhausting the exhaust gas in the cylinder, the system includes:

a fuel injector comprising a body and an end region formed of a thermally conductive material such that when the end region is heated, heat is transferred to fuel within the injector end region to heat the fuel within the injector end region;

a chamber surrounding the end region of the injector, the chamber having an inlet and an outlet, a portion of the end region of the injector extending out of the chamber to communicate with the intake passage of the engine, the chamber being sealed so that the chamber is in contact with the engine air intake passage isolation; and

A hot fluid delivery device for delivering hot fluid to the chamber so that the hot fluid can flow through the chamber and exit the outlet, the hot fluid is used to heat the end region of the injector in the chamber so that via the end region the Heat is transferred to the fuel in the end region to heat the fuel so that once the fuel is ejected from the injector, due to the thermal expansion of the heated fuel, the fuel will rapidly convert to a gaseous state after exiting the injector.

The invention also provides a fuel delivery system for an internal combustion engine having at least one cylinder, a piston moving within the cylinder, an intake passage for introducing air into the cylinder, and an intake passage for exhausting air into the cylinder. Exhaust channels for exhaust gases, the system consists of:

a housing for receiving the end region of the injector;

a first seal for sealing the end region of the injector within the housing when the injector is located within the housing;

A second seal for sealing the end region of the injector within the housing when the injector is located within the housing such that there is a gap between the housing, the first seal, the second seal and the end region of the injector One room is limited;

an exhaust duct connected to the housing and communicating with the chamber formed when the injector is located in the housing;

an exhaust gas return pipe communicating with the chamber formed when the injector is located in the housing, the exhaust gas delivery pipe and the exhaust gas return pipe respectively having an exhaust gas inlet end and an exhaust gas outlet end; and

An exhaust device flange is connected with the exhaust system of the engine, and the exhaust gas inlet end of the exhaust gas delivery pipe and the exhaust gas discharge end of the exhaust gas return pipe are respectively connected with the exhaust device flange, so that when the injector is located in the casing, the Exhaust gases from this exhaust flange can enter the exhaust gas delivery pipe, flow through the chamber and then return to the exhaust system of the engine via the exhaust gas return pipe, so that the end region of the injector can be heated.

Brief description of the drawings

Preferred embodiments of the invention will be described by way of example with reference to the following drawings, in which:

Figure 1 is a side view of an engine having a fuel delivery system according to one embodiment of the present invention;

Figure 2 is a partial end view of the system shown in Figure 1;

Fig. 3 is a schematic diagram along line III-III in Fig. 2;

Fig. 4 is a schematic diagram showing delivery of idle air according to a first embodiment of the present invention;

Fig. 5 is the end view of the second embodiment of the present invention;

Fig. 6 is the end view of the third embodiment of the present invention;

Figure 7 is an end view of a fourth embodiment of the present invention;

Figure 8 is a partial detailed view of the embodiment shown in Figure 7;

Figure 9 is an end view of a fifth embodiment of the present invention;

Figure 10 is a top view of the embodiment shown in Figure 9;

Figure 11 is a schematic diagram of another embodiment of the present invention;

Fig. 11A is a schematic diagram of a heat exchanger used in the embodiment shown in Fig. 11;

Figure 11 B is a schematic view viewed from one end of the heat exchanger;

Figure 11C is a schematic view viewed from the other end of the heat exchanger shown in Figure 11A;

Fig. 12 is a schematic diagram of another embodiment of the present invention;

Fig. 12A represents a part in the embodiment shown in Fig. 12;

Figure 12B is a side view of one of the components shown in Figure 12A;

Figure 12C is a bottom view of the components shown in Figure 12B;

Figure 12D is a top view of the components shown in Figure 12B;

Fig. 13 is a schematic diagram of another embodiment of the present invention;

Fig. 14 is a schematic diagram of another embodiment of the present invention;

Fig. 15 is a schematic diagram of another embodiment of the present invention;

Fig. 16 is a schematic diagram of a variant of the embodiment shown in Fig. 15;

Figure 17 is a schematic diagram of yet another embodiment;

Figure 17A is a bottom view of the embodiment shown in Figure 17;

Figure 18 is a schematic diagram of the embodiment shown in Figure 17 after assembly;

Figure 18A is a bottom view of Figure 18;

Fig. 19 is a schematic diagram of a variant of the embodiment shown in Fig. 17;

Figure 19A is a bottom view of the embodiment shown in Figure 19;

Figure 20 is a schematic diagram of the embodiment shown in Figure 19 after assembly;

Figure 20A is a bottom view of the embodiment shown in Figure 20;

Fig. 21 shows the schematic diagram that the embodiment shown in Fig. 17 is installed on the engine;

Fig. 22 represents the schematic diagram that the embodiment shown in Fig. 19 is installed on the engine;

Fig. 23 has represented the fuel heat exchanger adopted in the embodiment shown in Fig. 22;

Figure 24 is a schematic illustration of yet another embodiment of the invention intended as an add-on to an engine; and

Figure 25 is a variation of the embodiment shown in Figure 24, which is intended as an original part of the engine.

Detailed Description of the Preferred Embodiment

Referring to accompanying drawings 1 to 4, they represent the first embodiment of the present invention, and the engine 10 shown schematically in this embodiment is a six-cylinder engine, and operates this engine 10 in a conventional manner, the only difference is that the engine 10 employs a fuel delivery system according to a first embodiment of the present invention.

As best shown in Figures 1 and 2, the engine 10 includes an exhaust manifold 12 which communicates with exhaust passages 14 located in the top 16 of the engine 10 (only one exhaust passage is shown in Figure 2). connected. An exhaust valve 18 is also provided for opening and closing off the exhaust passage 14 to allow exhaust gases to escape from the cylinder 20 located within the cylinder block 22 . A piston 24 is disposed within the cylinder 20 and is connected to a crankshaft 26 via a connecting rod 28 as is conventional. An oil sump 19 closes off the bottom of the engine as in conventional manner.

Also within the top 16 is an intake passage 30 which is connected to an intake manifold 32 which delivers air to the cylinders 20 . An intake valve 34 is disposed in the intake passage 30 for selectively allowing fuel and air to enter the cylinder 20 . The fuel and air delivered to the cylinder 20 may be ignited, as conventionally, by means of a spark plug (not shown), or, in the case of a diesel engine, by compression in a conventional manner.

The intake manifold 32 has a bore 38 therein in which a fuel injector 40 is located. As is conventional, one fuel injector 40 is provided for each cylinder of the engine, only one of which is shown in the end view of FIG. 2 . A fuel source 42 supplies fuel to the injector 40 in a conventional manner.

In this embodiment of the invention, the injector 40 is located more rearwardly in the bore 38 relative to the conventional position of the injector in an internal combustion engine. The reason for this arrangement will become apparent in the following description. To mount the injector 40 in a more rearward position, the traditional seals surrounding the injector are replaced with larger seals 44 and 46 at the base of the injector, either the conventional seal or the larger seal 44 46 and 46 are used to seal the injector in the bore 38 so that the injector 40 can be located further back relative to the cylinder 20 than conventionally. However, as best shown in FIG. 2 , an end region 43 of the injector 40 is located within the bore 38 and fuel is delivered from the end region 43 so that fuel can be delivered from the injector 40 to the cylinder 20 . The end region 43 may have a nozzle 41 from which the fuel is delivered, or the fuel may be delivered directly from the end surface of the end region 43 and via holes (not shown) in the end surface.

In addition, the injector 40 is a conventional injector except that the shell member normally surrounding its end region 43 has been removed to expose the end region 43 . The end region 43 is formed by the metal shaft of a conventional injector so that the metal end region 43 can be heated to heat the fuel in the end region 43, as will be described in more detail below.

As shown in FIG. 1 , throttle body 48 supports a butterfly valve 50 for controlling the flow of air into manifold 32 . An idle solenoid 52 is also installed for controlling the amount of idle air bypassing the butterfly valve 50. In conventional fuel delivery systems, the idle running helical coil 52 includes an air passage 53 that is a bypass air passage for the butterfly valve 50 so that when the butterfly valve 50 is closed (i.e., when the engine is idling) , just bypass the butterfly valve 50 to deliver air to maintain the combustion of fuel in the engine.

In the first embodiment of the present invention, the freewheeling helical coil 52 is not mounted directly on the throttle body 48 . Instead, an idle block 55 is provided between the free-running helical coil 52 and the throttle body 48 .

As clearly shown in FIG. 4 , this block 55 has a first channel 57 communicating with the air inlet of the throttle body 48 and with the channel 53 in the free-running helical coil 52 . The block 55 also has a second channel 57 which also communicates with the channel 53 and which communicates via a connection 59 with an idle air supply pipe 60 (see FIG. 1 ).

The idle air return hole in the throttle body 48 that is normally used to route air from passage 53 to the downstream side of butterfly valve 50 is closed as it is not used by this embodiment of the invention.

Returning to FIG. 1 , the exhaust manifold 12 is generally connected to the engine's exhaust system 71 to discharge the exhaust in the manifold 12 to the atmosphere. However, in this embodiment of the invention, a heat exchanger 61 having heat exchange tubes 62 is inserted between the header 12 and the exhaust system 71 . The tube 62 has flanges 63 and 65 which engage flanges on the exhaust manifold 12 and flanges on the exhaust system 71, respectively.

The idle air supply pipe 60 extends into the heat exchange pipe 62 through a hole 65 a on the side wall of the heat exchange pipe 62 , and is connected with the heat exchange pipe 66 in the pipe 62 . As clearly shown, the heat exchange tube 66 extends inside the tube 62, thereby enabling heat exchange between high-temperature exhaust gas and idle air, wherein the high-temperature exhaust gas passes through the tube 62 and flows to the exhaust system 71, while the idle air Flows through idle air tube 60 and through heat exchange tube 66 within this tube 62 . The heat exchange tube 66 has an inlet hole 67 so that exhaust gas can flow into the tube 66 and mix with idle air as will be described in more detail below. A hot air return pipe 70 is connected to the other end of the pipe 66 and exits the pipe 62 through a hole 65b in the wall of the pipe 62 . The hot air pipe 70 (as clearly shown in FIG. 2 ) extends to a distribution pipe 72 via a raised portion 69 on the distribution pipe 72 . An air temperature sensor 73 is also provided to measure the temperature of the air entering the distribution duct 72 .

The distribution tube 72 has six drop tubes 74 (all six are shown in FIG. 3 ) extending downwardly from the distribution tube 72 . Each downcomer 74 communicates with a bore 75 drilled in the intake manifold 32 and communicating with the bore 38 in which the injector 40 is located. As clearly shown in FIG. 2 , this tube 75 is approximately aligned with the outlet nozzle 41 of the injector 40 .

Inside each intake passage 30 is a tube 78 for delivering fuel and air. In each intake passage 30 , the duct 78 extends from the bore 38 slightly downstream of the injector nozzle 41 to just above the intake valve 34 . A swirler 79 in the form of a helical metal strip is provided in each tube 78, and the swirler 79 is used to swirl the air and fuel mixture flowing through the tube 78, thereby contributing to the thorough cleaning of the air, fuel and exhaust gas. Mixing, intimate contacting, as will be described in more detail subsequently.

The tube 78 is fitted into the bore 38 with one end 81 of the tube 78 generally flared outwardly to facilitate entry of the fuel, air and exhaust gas mixture delivered to the bore 38 into the tube 78 .

During the operation of the engine, the idle air is sucked into the idle air supply pipe 60 through the channel 57 in the block 55, the channel 53, and then through the second channel 57 in the block 55. In the above second channel Idle air is delivered to this duct 60 at 57 . As conventionally, idle air is drawn in through the idler helical coil 52 under the action of suction within the engine when the piston 24 is reciprocated within the cylinder 20 either by cranking the engine or by operating the engine normally. Idle air flows through tube 60 and into tube 66 where it is heated by heat exchange between the idle air and the exhaust gases exiting the exhaust manifold 12 and flowing through the tube 62 to the exhaust system 71 . At the same time, some exhaust gas also enters the pipe 66 through the hole 67 to mix with the idle air, and the above-mentioned mixed gas is sent to the distribution pipe 72 through the hot air return pipe 70 . The orifice 67 is preferably sized so that the exhaust gas composition accounts for 10% to 20% of the gas conveyed through the tube 66 . Therefore, the ratio of exhaust gas to idle air flowing through the idle air pipe 60 is: 10% to 20% exhaust gas, 90% to 80% idle air. However, the idle air supplied is always sufficient to operate the engine at idle speed. This hole 67 has the function of metering volume, and it utilizes the directional flow of exhaust gas flow through pipe 62, so that the intake volume is determined by engine speed and engine load, thereby controlling the amount of exhaust gas sucked through this hole 67 to the above-mentioned preferred ratio range. Each downcomer 74 is supplied with a mixture of exhaust gas and idle air entering distribution duct 72 , which in turn delivers the mixture of idle air and exhaust air to holes 38 . Heat exchange is performed between the idle air passing through the pipe 66 and the exhaust gas flowing through the pipe 62, thereby heating the idle air; at the same time, the idle air passing through the pipe 66 is also mixed with the exhaust gas entering the pipe 66 through the hole 67, thereby further This idle air is heated. The temperature of the gas mixture delivered to distribution pipe 72 is preferably from about 80°C to 120°C, more preferably about 100°C.

The high temperature gas is conveyed to the hole 38 through the downcomer 74 and the hole 75 so that the high temperature gas is in close contact with the end 43 of the injector 40 and the nozzle 41 on the end 43 of the injector 40 . This heats the end 43 of the injector 40 and the nozzle 41 (which, as previously mentioned, are made of metal). Heating the end 43 of the injector 40 and the nozzle 41 increases the temperature of the fuel in the end region 43 . The fuel in the end region 43 of the injector 40 is heated while maintaining the fuel in a liquid state under the pressure within the injector. However, once the injector is opened to inject fuel through the nozzle 41 of the injector under the control of the engine control unit, as the fuel is sprayed out from the nozzle 41, the pressure drops sharply, and the fuel will rapidly change from a liquid state to a gaseous state. . The transition from liquid to gas is a flashoff effect, as the fuel is heated in the end region 43 and the pressure drops rapidly as the fuel is ejected from the nozzle 41, so the fuel vaporizes rapidly . As a result, the fuel is quickly vaporized while the nozzle 41 sprays the fuel. When the fuel leaves the injector nozzle 41, the gasified fuel is mixed with the high-temperature air-exhaust gas mixture delivered through the distribution pipe 72 to maintain the fuel vapor generated by the flashing effect in a gaseous state. As the fuel further leaves the nozzle 41', the gaseous fuel begins to disperse in the mixed gas of the high-temperature air and exhaust gas. The mixture may cool slightly, especially if the mixture is mixed with the air entering the intake manifold 32 before it is delivered to the cylinders 20 (this also occurs in Examples). However, since the fuel is maintained in a gaseous state and is completely dispersed in the air-exhaust gas mixture flowing to the cylinders, although the fuel cools slightly, the mixture remains at a higher temperature than The temperature of the vapor is higher without being mixed with the mixture of hot air and exhaust gas, so the fuel does not condense and return to a liquid state. In any event, to ensure that the fuel delivered to the cylinders is a gaseous fuel, it must be ensured that the fuel is rapidly converted to a gaseous state when it is injected from the injector nozzle 41, and at the same time maintained in this gaseous state after injection until the vapor is dispersed to the cylinders. in the airflow. Once the vapor has dispersed into the gas flow, there is very little chance of the vapor condensing because the vapor has dispersed into the gas flow and the time it takes for the mixture of vapor and other gases to flow to the cylinder 20 is very short. Thus, heating the end region 43 ensures that when fuel is injected, the injected fuel is rapidly converted to a gaseous state, which is then mixed with hot air and exhaust gas, thereby maintaining the gaseous state until the fuel vapors are dispersed into the gas flow. This is quite different from the prior art which injects liquid fuel and then attempts to convert the liquid fuel to a gaseous state after the injected fuel has left the injector for some distance.

Different throttle positions of the engine from idle throttle to full throttle will cause the pressure in the intake system to change, thereby changing the volume of hot gas input, and thus the ratio between heated gas and standard atmosphere delivered. Thus, the mixing ratio of the air-fuel mixture can be changed accordingly. For example, a leaner fuel mixture may be used at slower speeds and smaller load factors than at high engine loads and speeds. According to a preferred embodiment of the present invention, as currently understood, the fuel-air mixture ratio is generally controlled such that Lambda is well above 1.00, which is determined by industry best standards for common engine installations. At slower engine speeds and lower load factors, less air is drawn in from the standard source and the heated gas is less diluted due to lower throttle opening, thus delivering a higher temperature mixture to the cylinder. And because the standard source works at a lower room temperature, the initial temperature of the inhaled air introduced into the intake system is lower, so the faster the inhaled air travels, the lower the temperature of the mixed gas will be. Leaner fuel mixtures can be burned since the negative effects of combustion and exhaust gas temperature are compensated for by the combustion of high temperature intake air and exhaust gas recirculation. The introduction of the heated gas mixture into the combustion chamber itself lowers the temperature of the combustion chamber. This, combined with the inclusion of inert gases in the exhaust gases, creates a system that can control the higher combustion chamber temperatures produced by normally lean burn engines. Due to the low density of the intake air, the temperature of the intake air can only produce a low compression resistance to the opposing piston, thereby helping to maintain and improve the lower speed torque (speed torque) of the engine with less fuel and Power, the measured Lambda value can be increased to about 1.25.

As load and engine speed increase, the throttle is opened more, allowing more air into the intake system, the ratio of heated air to standard room temperature air drawn in changes, and thus the temperature of the incoming air changes . The temperature of the total input gas is reduced, thereby increasing the density required to maximize output power. This also increases the compression resistance of the engine itself, which increases the energy absorbed by the engine during operation, thus requiring a more balanced fuel and air mixture ratio to compensate for load, speed, and resistance, but still requires the engine to be compatible with An engine operated in a conventional manner allows the use of a leaner fuel mixture than that. A warmer intake air temperature will lower the combustion chamber temperature, which helps counteract the adverse effects of lean burn.

A further effect of exhaust gas recirculation is to help lower the temperature of the combustion chamber and allow leaner fuel to be burned, whereas in conventional engine systems temperatures would rise dramatically when fuel is reduced. Exhaust gas recirculation also helps reduce NO _x , another adverse consequence often associated with lean burning engines, which under normal circumstances will generate significantly higher levels _of nitric oxide. Low air density reduces compression resistance, which allows the engine to maintain its power and torque with less total fuel input or less fuel input in a given cycle. The preferred embodiment of the invention works by heating the fuel at the end region of the injector so that 100% of the fuel vaporizes immediately after it is injected. This maintains component integrity over time and allows for easy installation or assembly during original equipment manufacture. The high-temperature fuel is released at high temperature under the pressure in the injector. Since the pressure decreases when the injector injects, and the liquid thermally expands as soon as the pressure decreases, the high-temperature fuel can quickly form vapor. This vapor travels a short distance into the intake area and maintains the vapor in the gaseous state as it travels through the high temperature exhaust and/or high temperature combustion air, and eventually the vapor mixes with the rest of the standard input air stream, once the Further dispersion of the vapor into this standard air stream creates a combined supply gas whose temperature can vary depending on load and engine speed. Diluting the mixture of high temperature gas and fuel vapor prevents recondensation of the mixture at any stage immediately after the injection operation and the formation of vapor via the flashing effect. As demonstrated by the Lambda setting, reducing the fuel used by the engine can be achieved both by reducing the fuel used to form the vapor, and by reducing the amount of liquid fuel required after vapor formation to obtain the proper fuel-air mixture ratio, In addition, due to the introduction of exhaust gas and high temperature input air in the preferred embodiment of the present invention, it allows the engine to perform lean combustion.

Replacing a mixture of fuel vapor and liquid fuel with fuel vapor also increases the power and efficiency with which the fuel ignites and burns. Liquid fuel cannot be ignited, it is wasted and emitted as pollutants without any positive effect on engine efficiency.

The greater the amount of vapor in the cylinder for ignition, the greater the compression ratio obtained by reducing the volume of the combustion chamber or in other words by compressing the combustible mixture into a given volume. Using greater force and power to ignite the vapor mixture, there will be no pre-ignition or multiple detonations and flame fronts. In a traditional high compression ratio engine using gasoline, when the engine deflagration or explosion These phenomena occur in all cylinders.

Once a fuel is used at this high compression ratio, the fuel's burn rate, or rather, the burn velocity or the time it takes for the entire mixture to burn completely in the combustion chamber, decreases, which means more of the combustible mixture will be in the combustion chamber. The combustible mixture will burn more fully as it burns during the most efficient phase of the compression stroke, in which the magnitude of compression is greatest. In this way, after the entire mixture is burned, the composition of the exhaust gas also changes. In the exhaust gas, there are more carbon dioxide and less hydrocarbons and carbon monoxide. The composition of the exhaust gas is a conventional method for evaluating the combustion efficiency in the combustion chamber.

A faster burn rate means that it takes less time to ensure that a larger amount of vapor is burned during each cycle.

Conventional engines, in order to allow enough time for the piston to burn as much fuel as possible before it begins its downward stroke, or lift stroke, rely on the piston reaching top dead center (during each given cycle or revolution). , when the piston is at the top of the engine cylinder), the fuel-air mixture is ignited prior to where detonation occurs just before the lift stroke.

This existing approach, which attempts to ensure a more complete combustion, is not productive in principle because the ignition process is initiated while the piston is still compressing, thus subjecting the piston to two opposing forces, the first being detonation Force that pushes the piston moving upwards or performing compression until it passes top dead center and begins its downward lift stroke, making detonation non-productive.

With this type of ignition, the mixture is actually ignited before it reaches optimum compression. This means having a retarded timing which allows for lower combustion chamber temperatures at better pressures in the combustion chamber and with better burner quality. This further controls the combustion temperature, and accordingly the fuel-to-air ratio, to achieve leaner combustion without being negatively impacted by the lean burn temperature.

The introduction of vapors into the combustion chamber has another effect on the overall performance of the engine. In a conventional engine, when large quantities of fuel are injected to limit the liquid-to-gas conversion rate, excess liquid will be saturated at the point where it can no longer convert liquid to vapor or gas due to time constraints and the incoming air will The fuel will then have a negative effect on the combustion mixture, extinguishing the spark produced by the spark plug and preventing proper or any kind of ignition at all, or if there is any ignition will be weak due to the large amount of liquid fuel which will extinguish the flame And not quite.

However, if the principle of the present invention is used, the mixture is introduced into the combustion chamber, and what is then compressed is already a gas, then the above-mentioned reaction does not occur.

As can be appreciated from the above discussion and FIG. 2, the present invention does not heat the body 40a of the injector 40, thereby ensuring no damage to operating components within the body 40a, or melting of the body 40a. In addition, to heat the fuel in the end region 43 to the required temperature, it is not necessary to deliver relatively hot fuel from the fuel line 42 to the injector 40, which would melt or damage components in the body 40a. The injector 40. Thus, the main body 40a can be maintained at a normal temperature, and the end region 43 can be heated to a required temperature to increase the temperature of the fuel in the end region 43, so that after the fuel is ejected from the nozzle 41 of the injector 40 , the fuel will flash and vaporize rapidly, wherein the operating part of the injector is arranged in the main body 40a, and the fuel is introduced into the main body 40a.

Therefore, in the embodiment shown in Figures 1 and 2, after the fuel is ejected from the nozzle 41, the fuel rapidly generates fuel vapor, and then the fuel vapor is mixed with the air and exhaust gas input into the hole 38, and enters the vapor Tube 78. When the mixed gas passes through the pipe 78, the swirler 79 is used to swirl the air, exhaust gas and fuel to ensure that the fuel is fully contacted and mixed with the mixture of high temperature air and exhaust gas. This maintains the injected fuel in a gaseous state (typically in the form of droplets) as it travels from one end of the tube 78 to the other end of the tube 78 near the intake valve 34 . Additional air is provided via intake manifold 32 and intake passage 30 to support combustion of fuel within cylinder 20 in conventional manner. Thus, at idle speed, only air, fuel and exhaust enter cylinder 20 via tube 78 . However, once the accelerator is depressed and the butterfly valve 50 is opened, air can enter the intake manifold 32 and the intake passage 30 via the throttle body 48 to be supplied to the cylinder 20 .

Instead of being supplied with idle air in the manner described above (via block 55 ), idle air can also be taken from downstream of the butterfly valve 50 . In this arrangement, a body (not shown) is provided between the throttle body 48 and the intake manifold 32 . This block has a hole communicating downstream of the butterfly valve, through which the idle air is normally delivered, which hole is connected to the pipe 60 .

Since the fuel is delivered to the cylinder through the tube 78, and the tube 78 has a smaller cross-sectional area and volume compared with the intake passage 30, when traveling from one end of the tube 78 to the other end of the tube 78, , can maintain the fuel in a heated state and maintain the temperature of the fuel.

In the embodiment shown in FIG. 2 , the tube 78 extends from the bore 38 to the intake valve 34 . However, in other embodiments, the tube 78 may extend only a portion of the length of the intake passage 30 to the intake passage 30 at a distance from the valve 34 . In yet another embodiment, the tube 78 may be eliminated entirely. In high performance or high speed engines, such as racing engines and the like, the tube 78 preferably has the length shown in FIG. 2 . In the case of conventional trams, the tube 78 is preferably shorter and may extend from the hole 38 over only one-tenth of the length of the intake channel 30 . Thus, in such an arrangement, the mixture of fuel vapors, heated air, and exhaust gas enters the tube 78, travels a short distance along the tube 78, and then flows out of the tube 78 and into the intake passage 30, thereby interacting with the The intake air sucked into the intake passage 30 by the header 32 is mixed.

Preferably, heat exchange tube 66 within tube 62 has a diameter and length such that its heat exchange area is equal to about 50 square inches per liter of engine capacity, the diameter of tube 66 representing the minimum flow area at vehicle idle system . Tube 62 should be sized such that it maintains the normal exhaust gas flow characteristics of exhaust manifold 12 . The tube 62 may be covered with an insulating material to enhance heat storage capacity and heat exchange with the tube 66 .

Mixing exhaust with idle air has two effects. First, the first is to heat the idle air flowing through the tube 60, which is cooler and moving quickly, so that the heat exchanger consisting of the tubes 62 and 66 is as small as possible; second, to mix the exhaust air into the air flow , to reduce the percentage of nitric oxide in emissions. The tube 66 preferably has a corrugated or stepped profile to create a turbulent flow of the gas mixture passing through the tube 66 to thoroughly mix the idle air and exhaust gas. The injector 40 is positioned about 1mm to 4mm further back from the innermost end of the bore 38 than its conventional location, but this distance is such that the nozzle 41 and end region 43 are drawn from the downcomer 74 And hole 75 is surrounded by the introduction of hot gas. The flared end 81 of the tube 78 not only facilitates the collection of the gas and fuel mixture, but also prevents the tube 78 from falling into the engine, thereby facilitating the positioning of the tube 78 within the intake passage 30 . Preferably, the swirler 79 fits tightly within the tube 78 so that the swirler 79 is held in place by friction and does not fall into the engine 10. As mentioned above, the cross-sectional area of the steam pipe 78 is smaller than that of the intake passage 30 and the intake valve 34 , and the velocity of the air mixture flowing through the pipe 78 is greater than that of the air flowing through the intake passage 30 . This allows a greater amount of heated gas to pass through the fuel vapor and form a gas mixture with the fuel vapor out of the tube 78, thereby increasing the overall heat transfer to the vapor and ensuring that the fuel is in a gaseous state. A second vacuum system is also provided and allows the no-load circuit to play a greater roll in supplying air to the engine that would otherwise overridden when the throttle is opened.

This action changes and maintains the vacuum level supplied to the sensor and fuel control system at a higher level which in turn prevents the original amount of fuel from being ejected and reduces the amount of fuel according to the present embodiment. The vehicle's computer senses a different set of handling parameters under varying signals, thereby reducing the amount of fuel required. To further vary sensor perceptions, the second vacuum system in this embodiment can supply another source of vacuum, added to the original equipment by having an additional vacuum line for each required sensor.

As before, the end region 43 below the body 40a in which the electronic components are housed is heated, since the fuel supplied to the injector is at normal temperature, the area of the electronic parts housed in the body 40a is cold and within the operating procedures.

Due to the high temperature of the fuel during injection, the heated fuel can vaporize extremely quickly. Combined with other features, this means that in order to obtain 100% vaporization, neither the fuel nor the heating gas needs to be near the end temperature of the fuel before it is ignited.

For the intake gas as well as the fuel, the average temperature increase to 80°C to 120°C, plus the fact that the temperature does not rise above the fuel's end temperature, is combined with the velocity, mixing exhaust, and the time the fuel is kept in the vapor tube to Preparing this fuel vapor and exhaust/inhalation gas mixture to be ignited within the combustion chamber reduces pollutants, carbon and increases efficiency.

The lowest temperature is used to maintain the volumetric efficiency of the total amount of air introduced.

Delivering the fuel in its complete vapor state to the cylinder 20 requires less fuel for the same performance, thereby improving economics. In conventional engines, an engine control unit (not shown) of engine 10 is utilized to control the amount of fuel introduced into the engine through fuel injectors 40 . This unit can control the injector 40 in dependence on various operating parameters including, as mentioned above, the temperature of the delivery air, engine speed, vacuum rate, and the like. Since this embodiment delivers fuel vapor rather than fuel droplets to the cylinders 20, less fuel is required than is determined for the particular operating conditions of the unit. Therefore, if such a conventional unit is used in the preferred embodiment of the invention, the unit should be modified so that injector 40 injects a smaller amount of fuel, since in this embodiment of the invention the required amount of fuel is actually less than The amount determined for the unit for a particular operating condition is less. This can be accomplished by manually or automatically changing certain parameters input into the unit so that the injector 40 injects a smaller amount of fuel. Optionally, if the system is supplied as original equipment, the unit's operating software can also be modified so that the injector 40 delivers the smaller amount of fuel required by the embodiment of the invention to achieve the desired operating characteristics.

Fig. 5 shows a second embodiment of the invention, in which the same reference numerals as before denote the same parts.

In this embodiment of the invention, the idle air supply pipe 60 is connected to a heat exchanger 90 located on the exhaust header 12 . The heat exchanger 90 may include a tube on the exhaust header 12 that is in an S-shaped configuration and uses heat from the exhaust header 12 to heat the tube. A tube 60 may pass through the tube so that heat exchange can occur, heating the idle air passing through the tube 60 .

A spacer 92 is attached to the top 16 and the spacer 92 has holes 94 facing the exhaust passages 14 and the exhaust manifold 12 to allow exhaust gases within the cylinders 20 to escape. The spacer 92 also has a vertically extending hole 96 drilled into the spacer. One such bore 96 is provided for each cylinder 20 and faces the exhaust passage 14 of the engine 10 . A hollow distribution tube 98 is located above the top of the spacer 92 , the interior 100 of the tube 98 communicating with each hole 96 . The idle air supply pipe 60 includes a portion 60 a extending from the heat exchanger 90 to the distribution pipe 98 . An injector 40 is mounted on top of this distribution pipe 98 and has an end 43 and a nozzle 41 which protrude into the concave interior of the distribution pipe 98 . The hot air from tube 60a enters the distribution tube 98 and surrounds and heats the end 43 and nozzle 41 of the injector 40, heating the end 43 and nozzle 41 so that the fuel immediately vaporizes as it exits the nozzle 41 , in exactly the same manner as described above with reference to FIGS. 1 and 2 . Thus, fuel vapor is generated immediately upon injection and is maintained in a gaseous state as the fuel vapor and hot gases travel along bore 96 .

In this embodiment, the injector 40 is located on the exhaust side of the engine where the ambient temperature is higher than the intake side as compared to the embodiment shown in FIGS. 1 and 2 where the injector is located on the intake side. Heating of the end region 43 is accomplished by means of hot idle air passing through the tube 60a. In this embodiment, the spacer 92 may be insulated from the tube 98, or may be formed from a material that is not thermally conductive, so that the end region 43 does not overheat, which would otherwise result in Vaporization of the fuel will prevent the injector from functioning properly. As previously mentioned, the end region 43 is heated to raise the temperature of the fuel in the end region 43 to a temperature where the fuel is still maintained in a liquid state due to the pressure in the end region 43, but once When the fuel is sprayed from the end region 43 , it will vaporize rapidly, so as to ensure that the injector 40 can work normally, and at the same time, the fuel vaporizes rapidly when leaving the injector nozzle 41 .

Connected to bore 96 is a fuel air delivery tube 104 which passes through exhaust passage 14 and a bore 106 in cylinder head 16 . The tube 104 goes all the way through the bore 106 and into the intake passage 30 of the engine 10 . The tube 104 is enclosed in the hole 106 , so that exhaust gas cannot surround the tube 104 , pass through the hole 106 and enter the intake passage 30 .

Fuel vapor generated when ejected from the injector 40 is mixed with hot air from the pipe 60 a, and the mixed gas is sent to each corresponding pipe 104 through each hole 96 . The fuel-air mixture passes through a portion of the pipe 104 located in the exhaust passage 14 so that the fuel-air mixture can be heated by exchanging heat with high-temperature exhaust gas discharged from the exhaust passage 14 . This helps to maintain the gaseous state of the fuel as it flows along the tube 104 to the outlet end 109 , which is located within the intake passage 30 .

The tube 104 has an air inlet opening 108 located on a portion of the tube 104 that is in the flow of exhaust gas flowing from the exhaust channel 14 to the exhaust manifold 12 . As shown in FIG. 5 , the hole 108 is located in the hole 94 in the spacer 92 . However, the holes could also be located in other parts of the tube 104 as long as the exhaust gas can enter the holes 108 to mix with the fuel and air to further heat the fuel-air mixture in the tube 104 . Thus, it is also possible to vaporize the fuel as it flows along the tube 104 to the outlet port 109 and deliver the fuel in a vapor state to the intake passage 30 as in the earlier embodiment.

As in the previous embodiment, the temperature of the air and exhaust gas passing through the pipe 104 is in the range of 80°C to 120°C, and the maximum temperature of the engine at idle speed can reach 150°C. This embodiment has substantially the same advantages as the previous embodiments in that a small amount of hot idle air and exhaust gases are mixed with the fuel to ensure that the fuel is in a fully vaporized state when it is delivered to cylinder 20 via intake passage 30 . When butterfly valve 50 (not shown in FIG. 5 ) is open, additional air required to support combustion of fuel within cylinder 20 may be provided via intake passage 30 .

Fig. 6 has shown another kind of embodiment of the present invention, and it is substantially identical with the embodiment shown in Fig. 5, just this pipe 60 is directly connected on the distribution pipe 98, and does not pass through any primary heat exchanger, for example with reference to Fig. 5 The heat exchanger 90 described above. However, another important difference between this embodiment and the embodiment shown in Figure 5 is that there is heat transfer between the distribution pipe 98 and the spacer 92, which in turn is in turn connected to the exhaust manifold and exhaust passages of the engine. There is heat transfer between them. Heat can thus be transferred via the spacer 92 to the distribution pipe 98 , which can be heated due to the mutual contact between the end region 43 of the injector 40 and the distribution pipe 98 . Since injector 40, pipe 98 and spacer 92 are located on the exhaust side of the engine, which is the hottest part of the engine, despite the relatively small contact area between this end region 43 and distribution pipe 98 , but the heat transfer to the end region 43 is still very significant. The air 60 directly from the idling helical coil not only provides idle air for combustion, but also slightly reduces the temperature of the end region 43 to ensure that the end region 43 does not overheat. As the idle air enters the distribution tube 98 and comes into intimate contact with the end region 43, the heat transfer between the distribution tube 98 and the end region 43 is used to heat the idle air, thereby maintaining the end region 43 at the desired To maintain the fuel in the end region 43 at a temperature at which the fuel is still in a liquid state, but it is ensured that the fuel rapidly becomes a gaseous state when it is sprayed from the nozzle 41. In addition, the operation mode of the embodiment shown in FIG. 6 is exactly the same as that of the embodiment shown in FIG. 5 .

As shown in FIGS. 5 and 6, it is preferable to cut the end 109 of the tube 104 at an angle to increase the amount of vacuum within the tube 104 that is required to open the intake valve 34 and draw air through the intake passage 30. It is produced by suction when drawn into the cylinder 20 .

Figure 7 shows yet another embodiment of the present invention, again using the same reference numerals as previously described to denote the same parts.

In this embodiment of the invention, injector 40 is located in a conventional position within bore 38 as compared to the position shown in FIG. 2 of the first embodiment of the invention.

In this embodiment of the invention, the end region 43 of the injector 40 is located within an annulus 260 which will be explained in more detail below with reference to FIGS. 17 to 22 . The ring 260 has a central hole 262 in which the end region 43 is snugly seated so as to contact the peripheral wall of the central hole 262 . The annular member 260 is in contact with the intake manifold 32 and conducts heat transfer with it, so that the heat generated in the top 16 and the cylinder wall 22 is transferred to the annular member 260 via the intake manifold 32 and then to the The end region 43 of the injector 40 is heated to heat the end region 43 . This raises the temperature of the end region 43, thereby heating the fuel. Therefore, when the fuel is injected from the nozzle 41, the aforementioned flashing effect occurs, causing the fuel to vaporize rapidly.

According to this embodiment of the present invention, a hole 106 is formed in the top 16 , and the hole 106 connects the exhaust passage 14 and the intake passage 30 . An air-fuel delivery tube 120 is located within the intake passage 30 . The pipe 120 has an exhaust gas inlet branch pipe 122 and an air inlet branch pipe 124. The exhaust gas inlet branch pipe 122 extends into the tunnel 106 and is sealed in the tunnel 106. The air inlet branch pipe 124 extends into the intake manifold 32 and flows into the intake manifold Tube 32 is open. In such an embodiment, idle air is delivered via the idle helical coil, and additional air is delivered via intake manifold 32 and intake passage 30 in a generally conventional manner.

The air and fuel delivery passage has an inlet end 128 facing the injector nozzle 41 so that fuel ejected from the injector 40 passes through the inlet end 128 and flows along the pipe 120 to the outlet near the valve 34. End 130.

The exhaust gas can flow into the branch pipe 122 from the exhaust channel 14 through the hole 106 . A corrugated heat exchange tube 132 extends from the branch pipe 122 into the branch pipe 124 and terminates near an open end 136 of the branch pipe 124 . The tube 132 is sealed within the branch tube 122 so that exhaust gases cannot bypass the tube 132 and enter the tube 120 directly. Exhaust gas flowing through the tube 132 heats the tube 132 thereby exchanging heat with the fuel flowing through the tube 120 from the injector 40 and the air flowing from the branch tube 124 to the end 130 to keep the fuel in a gaseous state, as with reference to the previous The method described in the examples is the same.

Inhaled air may pass through the open end 136 of the branch tube 124 and then into the tube 120 so that the air mixes with the fuel delivered by the injector 40 . The air and fuel mixture is heated by heat exchange with the tube 132 . Exhaust gas from the tunnel 106 and passing through the tube 132 exits from the outlet end 140 of the tube 132 (best shown in Figure 8). The vicinity of the outlet end 140 has a generally dome-shaped baffle 144, which allows the exhaust gas discharged from the end 140 of the pipe 132 to follow the branch pipe 124 and away from the open end 136 in the direction indicated by arrow A. partial back. Simultaneously, the air in the intake manifold 32 is sucked in through the open end 136, so that the air mixes with the exhaust gas and the fuel delivered by the injector 40, and also helps the fuel flow from the end 128 of the pipe 120 to While maintaining the fuel at the end 130 of the tube 120 in a gaseous state. Thus, fuel in a vapor state may be delivered to the cylinder 20 as in the previous embodiments.

As in the preceding embodiments, in this embodiment it is preferred to remove the shell member that encloses the end 43 of the injector 40 to pass heat transfer between the end 43 and the ring 260 and the ring 260. The end 43 is heated by heat transfer between the intake manifold 260 and the intake manifold 32 .

In the embodiment shown in Figures 1 to 8, the fuel air delivery tubes 78, 104 and 120 are shown as a single tube mounted within the intake passage of the engine. However, instead of providing separate tubes, the tubes may also be formed in, or simply drilled into, the casting of the cylinder head so that they are integral with the original manufactured cylinder head and as part of the top of the cylinder. Other tubes could also be integrally formed with the engine, rather than being provided as separate tubes, if desired. Since these tubes take up relatively little space and connect to existing parts of the engine, the system can be easily applied to original manufacturing equipment (i.e., manufactured engine), just as a conventional delivery system would be installed on an existing engine.

9 and 10 show yet another embodiment of the present invention. In such an embodiment, a plurality of holes 152 are formed in the block wall 150 defining the cylinder 20 . A sleeve 154 is inserted into each hole 152 . Each hole 152 has a reduced diameter hole 154 therein which interconnects the hole 152 with the block wall 150, and the sleeve 154 has a stem 156 extending into the hole 154. The injector 40 is located in the sleeve 154 and its nozzle 41 protrudes into the rod seat 156 so that fuel can be injected directly into the cylinder 20 .

An intake valve 34 and an exhaust valve 18 are provided for controlling the introduction of air into the cylinder 20 and for controlling the exhaust gas from the cylinder 20, respectively. A piston 24 reciprocates within the cylinder 20 in a conventional manner.

In the same way as described in the previous embodiment, the shell part surrounding the end region 43 of the injector 40 is removed so that the end region 43 is in contact with the cylinder wall 150 via the sleeve 154 . In this way, heat exchange can take place between the wall 150 and the end region 43 to heat the fuel in the end region 43, achieving the same effect as described in the previous embodiment. That is, once fuel is injected from the injector 40, the fuel quickly flashes to a gaseous state.

In this embodiment of the invention, the timing of fuel injection from the injector 40 is delayed so that the fuel in the injector 40 can be injected directly onto the top of the piston 24 as the piston 24 ascends in the cylinder 20. In this way, the fuel deposited on the piston 24 will help to vaporize any unvaporized fuel before the fuel vapors are ignited by a spark plug (not shown) or by compression in the case of a diesel engine.

Therefore, if the injector sprays any liquid fuel, as described above in fact, the fuel injected onto the top of the piston 24 will vaporize before the fuel is ignited.

In a preferred embodiment of the invention, the bore 152 in the sleeve 154 is slightly tapered outwardly so that its outer end 170 is slightly larger than its inner end 172 . This enables injectors 40 of different sizes to be inserted into the sleeve 154 and ensures that the nozzles 41 are located in the stem seat 154 so that fuel can be delivered directly into the cylinder 20 while also heating the end region of the injector and fuel in the end zone.

A fuel line 180 for delivering fuel to the injector 40 passes through a heat exchanger 190 having an inlet 192 and an outlet 194 . Exhaust gas enters through the inlet 192 and exits through the outlet 194 for heating the fuel pipe 180 in the heat exchanger 190 . Optionally, hot water from the cooling system or engine oil can enter from the inlet 192 and be discharged from the outlet 194 to exchange heat with the fuel flowing through the fuel pipe 180 . In another embodiment, the fuel pipe 180 can be heated electrically in the heat exchanger 190 .

Preheating the fuel is accomplished by heating the fuel flowing through the fuel line 180 so that when the fuel is delivered to the injector 40, the fuel is warm so that when the fuel is deposited into the hot piston 24 in the engine When on, the fuel is more prone to gasification. If the wall 150 cannot transfer enough heat to the end region 43 to raise the temperature of the end region 43 to the temperature required for the fuel to flash or rapidly vaporize as it is ejected from the injector 40, then It is quite useful to use heat exchanger 190 to preheat the fuel. The reason is that this wall 150 may be too cold due to the coolant circulating in the engine to raise the temperature of the fuel in the end region 43 to a temperature where a flashing effect can occur. Preheating the fuel in the heat exchanger 190 slightly increases the temperature of the fuel before it enters the injector 40 so that the heat transferred by the wall 150 is sufficient to produce a flash effect without causing the fuel to flow through the injector 40. The fuel at 40 is overheated, which will damage the injector 40.

It is preferred to remove all sealing and housing components of the injector 40 and enclose the injector 40 within the sleeve 154 in place of the housing components. It will be appreciated that there is no longer pressure applied to the injector 40 after the piston rises through the bore 152 during the compression stroke used to compress the fuel and gas within the cylinder 20 . As shown in FIG. 9 , the bore 152 and rod seat 156 are sloped downward to prevent fuel from collecting in the rod seat 156 .

As previously described, the injector 40 is operated to deliver fuel to the top of the piston 24, taking advantage of the higher operating temperature of the top surface of the piston 24 as fuel is injected to the top of the piston as a evaporator to vaporize the fuel. Preferably, the heat exchanger 190 heats the fuel to a temperature of about 50° C. to 80° C. before the fuel is delivered to the injector 40 .

Fig. 11 shows another embodiment of the present invention, in which the same reference numerals as before denote the same parts.

As with the embodiment shown in FIGS. 1 and 2 , idler helical coil 52 supplies idle air to idle air tube 60 . However, in this embodiment, the idler tube 60 has a T-shaped piece 200 so that air can be introduced into the branch pipe 60' and air can be introduced into the branch pipe 60". The branch pipe 60' is connected to the heat exchanger 61 , Figure 11a shows a modified form of the heat exchanger 61. Like the previous embodiment, the hot air pipe 70 receives the hot idle air and some exhaust gas from the heat exchanger 61, and delivers the mixed gas to the T-shaped piece 201. The T-piece 201 is connected to the distribution pipe 72 and also receives the idle air from the branch pipe 60". A solenoid valve 202 is provided for the branch pipe 60 ", and the solenoid valve 202 is opened and closed based on the temperature detected by the temperature sensor 203 in the distribution pipe 72. The sensor 203 can only exceed a certain predetermined temperature when the temperature sensor 203 detects it. The signal is delivered to the solenoid valve 202 via the wire 204, or the sensor 203 can be connected with a management system or a computer, and the management system or computer provides a signal to the solenoid valve 202 in turn to drive the solenoid valve. When the solenoid valve 202 starts At this time, the idle air can flow to the T-shaped piece 201 through the branch pipe 60 ″, and then enter the distribution pipe 72 . When the solenoid valve 202 is closed, the idle air cannot flow to the T-shaped piece 201 and the distribution pipe 72 through the branch pipe 60″. The distribution pipe 72 communicates with the hole 38 mentioned earlier, so that the high-temperature exhaust gas from the hot air pipe 70 The mixture of air and air will flow through the end region 43 of the injector 40, thereby heating the fuel in the end region 43 before the fuel is ejected from the nozzle 41 of the injector 40. Therefore, as previously mentioned, when the fuel leaves When nozzle 41 is turned on, the fuel is rapidly vaporized so that the fuel is delivered from hole 38 to cylinder 20 in the flow of hot air and exhaust gas and mixes with intake air drawn into intake manifold 32 .

During normal operation of the engine, the temperature of the exhaust gas and air mixture entering the distribution pipe 72 from the heated air pipe 70 may be much higher than that required to heat the end region 43 to the prescribed temperature. Depending on the heat of the day and the operating conditions of the engine, the temperature of this hot air and exhaust gas mixture can be as high as 220-240°C. After the hot gas enters the distributor pipe 72, the temperature of the gas may drop to 160-175°C, but still above the temperature required to heat the end region 43 to the specified temperature to flash the fuel. This higher temperature will vaporize the fuel in the end region 43 leading to malfunction or incorrect operation of the injector 40 . If the sensor 403 detects that the temperature in the distribution pipe 72 is higher than a predetermined value, such as 150° C., the solenoid valve 202 is opened to allow the low-temperature idle air to enter the distribution pipe 72 through the branch pipe 60 ″, so that the air in the distribution pipe 72 The temperature of the mixture drops to 150° C. This temperature is sufficient to raise the temperature of the fuel in the end region 43 to a temperature where the fuel is still liquid, but once the fuel is ejected from the injector 40, the The fuel will flash into a gaseous state. If the temperature drops below 150° C., the solenoid valve 202 will be closed to prevent the low-temperature air from continuing to enter the distribution pipe 72 via the branch pipe 60 ″. Thus, by selectively opening and closing the solenoid valve 202, the The temperature in the distribution pipe 72 is maintained at about 150°C.

The operation of opening the electromagnetic valve 202 to open the branch pipe 60 ″ has a double effect, one function is to reduce the amount of air flowing into the branch pipe 60 ′, thereby reducing the hot air received by the hot air pipe 70 , and the other effect is to transfer the low temperature air through the branch pipe 60 ″. Air is supplied directly to the distribution pipe 72, thereby providing cooling.

In this embodiment, a second exhaust pipe 70' communicating with the exhaust system of the vehicle is also provided. This tube 70' can simply be connected to a suitable part of the exhaust system so that the exhaust gas can enter the tube 70'. The tube 70' is controlled by a second solenoid valve 202', which is driven by a signal provided via wire 204'. The solenoid valve 202' is activated when the accelerator pedal is depressed to increase speed or load, causing a pressure drop in the engine vacuum system. Opening this second valve 202 allows exhaust gas to enter the T-piece 201 from the tube 70 ′ so that it can be supplied to the hole 38 together with the air in the tube 70 . Under high load or high speed requirements, the introduction of additional exhaust gas will further contribute to the reduction of _NOx gases in the exhaust gas.

A pressure switch can be used to operate the solenoid valve 202', and when the pressure drops, the pressure switch outputs current to the solenoid valve 202' via the wire 204' to activate the solenoid valve 202'. Alternatively, the valve 202' can also be activated by an engine control unit. During no-load or low-load, the second valve 202' is normally left in a closed state, since no additional exhaust gas is required under these operating conditions.

Figures 11a, 11b and 11c show a variant of the heat exchanger 61 described with reference to Figure 1 . In such an embodiment, the heat exchanger 61 is relatively short and includes a tube 205 within which a tube 66 is coiled and connected to the end 65a of the tube 60'. As in the previous embodiment, this tube 66 leads from the heat exchanger, and its end 65b is connected to the tube 70 . As previously mentioned, the heat exchanger 61 has a flange 204 which can be bolted to the exhaust pipe of the engine. End 205 will be welded to the engine's exhaust manifold 12 (not shown). This arrangement provides a heat exchanger which is shorter than the previous embodiment but which performs the same function as the embodiment described with reference to FIGS. 1 and 2 . As described with reference to FIGS. 1 and 2 , the duct 66 includes a hole 67 through which exhaust air can enter the duct 66 so that a mixture of air and exhaust air is supplied to the hot air duct 70 and delivered to the distribution duct 72. .

FIG. 12 shows a modification of the embodiment shown in FIG. 11 . In FIG. 12, an idle air pipe 60 is connected to the T-shaped piece 201 to supply idle air. In the manner described with reference to FIG. 11 , the solenoid valve 202 controls the flow of idle air through the pipe 60 based on the temperature detected by the temperature sensor 203 . The T-shaped piece 201 receives exhaust air from the hot air pipe 70, which does not include any idle air, and delivers the exhaust air to the distribution pipe 72 and the end 43 of the injector 40 so as to This end 43 is heated for the aforementioned purpose. FIG. 12A shows that the pipe 70 communicates with a cone 210 located between the flange 211 and the flange 212 . The flanges 211 and 212 are connected by bolts 213 so that the cone is clamped and sealed between the flanges 211 and 212 so that the exhaust manifold 12 communicates with the exhaust pipe 61 .

As shown clearly in Fig. 12A, 12B and 12C, cone 210 receives this tube 70, and this tube 70 protrudes in the peripheral wall 215 of cone 210, then stretches down through the bottom opening 216 of this cone 210, to extend into the exhaust pipe 61. Thus, when a suction force is applied to the pipe 70 , high-temperature exhaust gas is sucked into the pipe 70 and delivered to the T-shaped piece 201 . Thus, in this embodiment of the invention, only exhaust air is conveyed along the hot air duct 70 in order to heat the end region 43 for the purpose described above. When the temperature in the distribution pipe 72 rises above the above-mentioned temperature, the solenoid valve 202 is activated, so that idle air can enter the distribution pipe 72 through the idle air pipe 60, thereby cooling the gas flowing to the end region. , as described with reference to Figure 11.

The embodiment shown in FIG. 12 also includes another solenoid valve 202' and another tube 70', both of which have the same functions as the corresponding components described with reference to FIG. In such an embodiment, the pipe 70' supplies exhaust gas only, and the pipe 70' may be connected to the pipe 70 near where it connects to the exhaust system, as described in more detail with reference to Figures 12B to 12D, This provides additional exhaust flow during speed changes or load changes.

It will be appreciated that in this embodiment, since the idle air is not mixed with the exhaust gas supplied via the hot air duct 70, a conventional idle air passage is provided to the intake manifold for use when the solenoid valve is closed. 202 supplies idle air while preventing air from flowing through the idle air duct 60 .

The principle of operation of the embodiment shown in FIG. 13 is the same as that of the embodiment shown in FIG. The same reference numerals designate the same parts as described with reference to FIG. 11, and this embodiment operates in the same manner as described with reference to FIG.

In this embodiment, the hot air pipe 70 and the branch pipe 60″ are inserted into a body 221, and the block body 221 has a pair of holes 222 for respectively receiving the pipe 70 and the branch pipe 60″, and the two holes 222 are at the ends. The parts 223 communicate with each other. The block 221 has an external thread 224 . A body 225 has a cavity 226 therein having an internal thread 228a which engages the thread 224 so that the blocks 221 and 225 are engaged together. The internal cavity 226 communicates with a plurality of independent passages 227 corresponding to each cylinder in the engine employing the present system. Each channel 227 has a hot air and fuel delivery pipe 228 extending to a connecting pipe 229 . It should be noted that only one tube 228 and one connecting tube 229 (and one fuel injector 40 ) are shown in FIG. 13 . The connecting pipe 229 is a relatively short pipe, and its lower end 229a has a small diameter. Thus, the mixture of high temperature exhaust gas and air can be delivered to the end 43 of the injector 40 installed in the hole 38 in the same manner as described above.

In this embodiment, a temperature sensor 203 is provided in the peripheral wall of the block 225 for detecting the temperature of the hot air and exhaust gas mixture in the cavity 226 .

FIG. 14 shows an embodiment using the distributor mechanism shown in FIG. 13, but applied to the embodiment shown in FIG. Thus, this embodiment operates in the same manner as described with reference to FIG. 12 and the construction of the dispenser member 220 is the same as that shown with reference to FIG. 13 .

The embodiment shown in Figures 13 and 14 also includes a further solenoid valve 202' which operates in the same manner as described with reference to Figures 11 and 12, respectively.

Figure 15 shows the assembly between injector 40 and tube 229 in more detail.

As can be clearly seen in this figure, the reduced diameter end 229a of the tube 229 directs the mixture of hot air and exhaust gas towards the end 43, thereby heating the fuel within this end 43 for the purpose described above. Fuel vapors from nozzle 41 pass through holes 38 into intake passage 30 of the engine without providing additional lines or passages for delivering the hot air-exhaust mixture and fuel vapors to the engine cylinders. As best seen in Figure 15, in the reduced diameter end 229a of the tube 229 there is a hole 233 into which the end 43 of the injector 40 is inserted. The end 43 is sealed within the bore 233 by means of an O-ring seal 234 . The reduced diameter end 229 a has an opening 235 opposite the bore 233 , and the opening 235 is sealed within the bore 38 by an O-ring seal 236 . Thus, the end of the tube 229a forms a sealed area around the end 43 of the injector 40, so that the mixture of hot air and exhaust gas can come into intimate contact with and surround the end 43, in accordance with This end 43 is heated in the manner previously described. Nozzles 41 are exposed to bore 38 via openings 235 , delivering fuel vapor and the hot air-exhaust mixture from duct 229 to bore 38 and the cylinders of the engine.

FIG. 16 shows a variation of the embodiment shown in FIG. 15 in which a vapor tube 78 is integrally formed in the reduced diameter end 229a of the tube 229 and is actually connected to the opening 235 . The function of this duct 78 is the same as that of the duct 78 described with reference to FIG. 1, and the duct 78 may extend as far as the intake valve 34 as shown in FIG. As in the previous embodiments, the pipe 78 may have a swirler 79 inside.

17 to 23 show yet another embodiment of the present invention.

FIG. 17 shows a heat transfer ring 260 having a central hole 262 for receiving the end region 43 of the injector 40 . As shown in FIG. 18 , the end region 43 is located within the bore 262 and is sealed with an O-ring seal 263 . The ring 260 has a groove 266 therein for receiving an O-ring seal 267 which will seal the ring 260 as described below with reference to FIG. 21 . The ring 260 has holes 268 for receiving pipes 269 which output exhaust or hot air from the pipes 70 outwardly through openings 269 formed in the bottom surface 270 of the ring 260 . The opening 269 may be crescent-shaped as shown in Figure 17a, or circular as shown in Figure 18a. In this embodiment, the ring 260 is heated by bringing the ring 260 into contact with some high temperature part of the engine, such as the intake manifold, and depending on the characteristics of the ring 260 and the material from which it is made, it may also be possible to 70's of hot exhaust or hot air provides additional heat. Likewise, the ring 260 is heated to raise the temperature of the end region 43 to the desired temperature for heating the fuel in the end region 43 so that when fuel is injected, the fuel can flash rapidly as previously described. Steam for steam.

Exhaust air is supplied to the hot air pipe 70 in the same manner as described in the previous embodiments. If hot air is required, hot air from high temperature areas of the engine, such as near the engine radiator, can be collected to supply the hot air to the ring 260 to facilitate heating the ring 260 .

As shown in Figure 21, the ring 260 is located in the intake passage 30 in the hole 38, so that the ring 260 can transfer heat to the intake manifold, the expected temperature of the aluminum ring 260 should be maintained between 80°C and 150°C .

The arrangement shown in Figures 19 and 20 is similar to the arrangement shown in Figures 17 and 18, but in this arrangement, heat transfer from the engine and contact between the ring 260 and the engine are used solely to heat the end region 43 and maintain the flow from the nozzle. 41 The injected fuel is in gaseous state. In this embodiment, the ring 260 is made of, for example, stainless steel, which is easily heated and retains its heat for a relatively long time, so that no additional heat needs to be provided via the hot air tube 70 . Thus, in this embodiment, the required heat transfer for increased heat is provided by direct heat transfer between the heated part of the engine and the ring 260 and subsequently between the ring 260 and the end region 43 of the injector 40. The heat of the end zone 43 temperature. By taking air from the radiator, the temperature of the common combustion air can be increased to maintain the fuel in a gaseous state. As the fuel vapor exits injector 40, the heat of the normal combustion air entering the intake manifold provides a warm environment for the fuel vapor to travel from injector 40 until dispersed into the air stream. Maintain the vapor in the gaseous state within a short distance between them. Thus, this prevents the vapor from condensing and returning to a liquid state.

FIG. 22 shows the ring 260 of FIGS. 19 and 20 disposed within the enlarged aperture 38 in the same manner as that shown in FIG. 21 .

As best seen in FIGS. 21 and 22 , the ring 260 is sealed within the enlarged bore 38 by an O-ring seal 267 .

In the embodiment shown in FIG. 22, since no additional hot air and exhaust gas are provided to the ring 260, the above operation will help to heat the ring 260, which in turn will help to heat the end of the injector 40. 43 , and no hot air-exhaust mixture is directly introduced into the hole 38 to mix with the fuel vapors from the nozzle 41 , so it is desirable to preheat the fuel before it is supplied to the injector 40 . To preheat the fuel, prior to delivery to injector 40, the fuel may be passed through heat exchanger 280 shown in FIG. container 283 and exits the container 283 through outlet 285 . The liquid may be hot water from the engine cooling system, fuel oil, or any other suitable liquid that exchanges heat with fuel line 282 and preheats the fuel before it is delivered to injector 40 . It should be appreciated that the degree of preheating is not sufficient to heat the fuel to the previously described vaporization point, but merely provides additional preheating to facilitate raising the fuel temperature to the desired temperature in the end region 43 so that when When fuel is ejected from the nozzle 41, the fuel is rapidly vaporized as described above.

Figures 24 and 25 show two other embodiments of the invention. In the previously described embodiments, the fuel vapor and combustion air are drawn into the cylinder by delivering the fuel vapor through a passage to the cylinder (i.e., via the intake passage) along with some of the exhaust gas used to heat the injector tip . Providing some exhaust gas to the cylinder has the advantage of helping to maintain the fuel leaving the injector in a gaseous state as it travels from the injector to the cylinder, however, providing exhaust gas also has a disadvantage. The disadvantage is that the supply of exhaust gas dilutes the intake air supplied via the intake manifold 32, so that the given amount of air for the intake stroke of the engine is reduced compared to an engine not equipped with an exhaust gas recirculation system, and as a result, due to the Air is less dense per unit volume of air, thereby reducing power. Although the exhaust gas has a positive effect on _NOx emissions, the total emission of vehicle exhaust gas increases. Utilizing exhaust gases to preheat combustion air drawn into the engine before it is supplied to the cylinders also results in an increase in _NOx emissions. In addition, the emission of carbon monoxide also increases.

The embodiment shown in Figures 24 and 25 has the advantages of the previously described embodiments while avoiding the disadvantages described above.

Referring first to Figure 24, the same reference numerals represent the same components as previously described, a flange 400 is provided on the outlet of the engine outlet passage 14, and the exhaust pipe (not shown) or the exhaust manifold (not shown) is connected to the flange 400 connection to vent the exhaust to the atmosphere. As is customary, the flange 400 is annular and has a peripheral annular wall 400a defining a central opening 400b through which exhaust gases flow to the exhaust system of the vehicle. An exhaust gas supply pipe 402 is connected to the flange 400 , passes through the wall 400 a and protrudes into the opening 400 b of the flange 400 and in the path of the exhaust channel 14 . The tube 402 has a chamfered end 403 facing the channel 14 so that the exhaust gases exiting the channel 14 tend to flow into the tube 402 . An exhaust gas return pipe 405 is also connected to the flange 400 , which protrudes into the flange 400 in the same manner as the pipe 402 and is located beside the pipe 402 . The tube 405 has a chamfered end 406 facing away from the channel 14 so that when the exhaust gas exits the channel 14 and passes through the flange 400 a Venturi effect is created at the end 406 , thereby facilitating the discharge of the exhaust gas from the tube 405 . The tubes 402 and 405 may be welded or fixed to the flange 400 for permanent connection thereto.

The tubes 402 and 405 are connected to the injector's housing 408 , which is generally hollow cylindrical and has a tapered end wall 409 leading to an air outlet hole 410 . The tube 402 communicates with a hole 411 in the peripheral wall of the cylindrical housing 408, which hole 411 is schematically shown in FIG. The tube 405 also communicates with a hole (not shown) in the peripheral wall of the housing 408 which is generally diametrically opposite the hole 411 . The injector 40 is the same as previously described, but its end 43 is housed within this cylindrical housing 408 . On the inner periphery of the cylindrical housing 408 near the tapered wall 409, a first seal 412 seals the end 43; 413 seals this end region 43 . The seals 412 and 413 thus define a chamber 415 extending around the end 43 , which chamber 415 communicates with the tubes 402 and 405 via holes 411 and corresponding holes communicating with the tubes 405 .

As shown in FIG. 24, the cylindrical housing 408 is press-fitted in the hole 38 for receiving a fuel injector in a conventional engine, and the injector 40 and the connection between the injector 40 and the fuel line 42 are used to place the Cylindrical housing 408 remains in place. Thus, the cylindrical housing 408 is prevented from moving out of the hole 38 . As shown in FIG. 24, in the housing 408, the hole 411 connected to the tube 402 and the corresponding hole connected to the tube 405 are located on the part of the housing 408 facing the fuel line 42 and protruding from the hole 38, so as not to hinder the The insertion operation of the housing 408 into the hole 38 . The tubes 402 and 405 are permanently connected to the casing 408 by welding, so that the system consisting of the flange 400, the tubes 402 and 405, and the casing 408 forms a self-contained assembly unit that can be used as an add-on to an existing engine. components, while the fuel injector 40 can be inserted into the unit as shown in FIG. 24 .

When the engine is started, exhaust gases flow via duct 402 into this chamber 415 to heat the end 43 of the injector 40 in the manner previously described. Exhaust gas can fill the chamber 415 but cannot leave the chamber 415 through the seal 412 so that no exhaust gas enters the intake passage 30 of the engine. The exhaust gas leaves the chamber 415 via the tube 405 and returns to the flange 400 via the chamfered end 406 of the tube 405 . The passing exhaust gases thus heat the end 43 in the manner previously described, thereby raising the temperature of the fuel in the end 43 so that when the fuel leaves the nozzle 41, the fuel flashes rapidly to the gaseous state as previously described. . Thus, such an embodiment has all the previously described advantages of fuel leaving the nozzle 41 as a fuel vapor while avoiding the supply of exhaust gas to the intake passage 30 and the supply of heat to the intake passage 30 via the intake manifold 32 of inhaled air. Since there is no preheating of the intake air, and no exhaust gas enters the intake passage 30, there will not be any detrimental effect on exhaust gases or engine efficiency. After the fuel leaves the injector nozzle 41, it will be dispersed into the intake air flow as previously described so that the fuel is maintained in a gaseous state and the fuel vapor does not substantially recombine into a liquid state. Thus, it is not necessary to use preheated air in order to ensure that the fuel remains in a gaseous state as it travels from the injector nozzle 41 to the cylinder 20 .

Fig. 25 shows a modification of the embodiment shown in Fig. 24, the embodiment shown in Fig. 25 can be used as an original assembly part of an engine, rather than as an add-on to an existing engine. In such an embodiment, intake duct 402 passes through top 16 , intake passage 30 , and a bore in intake manifold 32 to communicate with bore 38 , which bore is schematically indicated by reference numeral 440 . The injector 40 is conventionally mounted directly within the bore 38 and seals 412 and 413 are used to seal the end region 43 of the injector 40 within the bore 38 as previously described and define a chamber 415 . Exhaust exhaust pipe 405 also communicates with a bore (not shown) through intake manifold 32 that communicates with chamber 415 and is diametrically opposite bore 440 . The intake pipe 402 has a chamfered end 403 arranged as shown in FIG. 406 faces away from the cylinder so that exhaust gas flowing through this end 406 will create a Venturi effect to suck exhaust gas out of the tube 405 . Thus also, exhaust gases can enter chamber 415 and flow around exposed end region 43 of injector 40 to heat end region 43 as in the previous embodiment, thereby increasing the temperature and temperature of the fuel in end region 43. pressure so that when the fuel is injected from the nozzle 41, the fuel flashes rapidly into a gaseous state.

It is apparent from the above description that the end region 43 of the injector 40 is the same as in the previous embodiment, removing the common insulating layer surrounding the end region of the injector, exposing the metal end region 43, so that In the manner described, the exhaust gases are used to heat the metal and further heat the fuel in the end region 43 .

The temperature of the fuel in the end region can be heated to a range of 88°C to 220°C by means of the high temperature flow-through exhaust gas supplied to this chamber 415 . The exhaust gas can reach a higher temperature according to the normal operating conditions of the engine to ensure that the liquid fuel in the end region reaches an optimum temperature within the range mentioned above. The exhaust gases heat the outer wall of the injector end region 43 , which in turn further heats the fuel flowing through this end region. The volume and temperature of the exhaust gas supplied to chamber 415 depends on engine speed and engine load. That is to say, the faster the speed of the engine or the greater the load, the higher the temperature and the larger the volume of the exhaust gas. When operating the engine in certain environments, the engine requires more fuel, which in turn requires more heat from the high temperature exhaust gas to maintain the vapor generation temperature in the end region 43 . Therefore, when the engine is at maximum speed, it is necessary to heat this end zone above said 220°C, taking into account the high rotational speed of the engine and the high delivery speed at which the fuel is delivered by the injector, so that in a relatively short time The temperature of the fuel in the end region is raised to a temperature sufficient that the fuel flashes rapidly to a gaseous state as it exits the injector. When the engine speed is relatively low, such as when idling, the speed at which the injector delivers fuel is also undoubtedly relatively low, so that the fuel will stay in the end region 43 for a longer period of time, and the lower end region temperature, e.g. 88°C is sufficient to heat the fuel in the end region to the desired temperature. Thus, in such an embodiment, the temperature of the exhaust gas may fluctuate as engine operating conditions change, thereby performing a heating function depending on the amount of fuel required by the engine. Conversely, if the engine speed is reduced and the load is reduced, the amount of fuel required by the engine is reduced, which means that less heat will be supplied to the end region to heat the fuel to maintain the previously described steam generation effect. The supply of exhaust gas may also be controlled by a valve 450 which is a bolt that partially blocks tube 405 (or tube 402 ) to reduce the flow of exhaust gas through the tubes 402 and 405 . As shown in Figures 24 and 25, exhaust gas is preferably extracted from a location in the exhaust system as close as possible to the engine exhaust valve.

It will be appreciated that in the embodiment shown in Figures 24 and 25 and the previous embodiments where the end region 43 of the injector body is heated, the fuel located in the region downstream of the electronics of the injector 40 is heated , so that the increase in fuel temperature in the end region will not damage the electronic components in the injector 40 . In fact, to facilitate cooling of the electronics, normal temperature fuel is delivered to the injector 40 which is then heated in the end region 43 of the injector.

As various modifications can be readily made by those skilled in the art without departing from the spirit and scope of the invention, it should be realized that this invention is not limited to the specific embodiments described above by way of example.

Claims (79)

1. fuel delivery system that is used for internal-combustion engine, described internal-combustion engine have at least one cylinder and in described cylinder pistons reciprocating, described system comprises;

Fuel injector comprises main body and end regions, from described end regions transfer the fuel so that described fuel is flowed to described cylinder;

Fuel channel extends between described fuel injector and the described cylinder, so that fuel is delivered to described cylinder from described conveyor member; And

Heating equipment, end regions to described sparger heats, thereby before described sparger sprays described fuel, heat the fuel in the described end regions, like this when described sparger sprays described fuel, described fuel can be converted to gaseous state, marches in the way of described cylinder from described sparger along described fuel channel at described fuel simultaneously, can keep described fuel and be in gaseous state.

2. fuel delivery system as claimed in claim 1 is characterized in that the end regions of described sparger is heat conduction, thereby can heat the end regions of described sparger, so that heat transfer is arrived in the end regions of described sparger.

3. fuel delivery system as claimed in claim 1, it is characterized in that, described heating equipment comprises the Room around described injector end region, the exhaust gas entrance that is communicated with described chamber, extends to the waste gas supply tube of described exhaust gas entrance and the waste gas outlet that is communicated with described chamber from described exhaust opening of engine, like this, the waste gas that described motor produces can enter described delivery pipe and be full of described chamber, thereby heat the end regions of described sparger, discharge from described waste gas outlet then.

4. system as claimed in claim 3 is characterized in that, a waste gas delivery line extends to the vent systems of vehicle from described waste gas outlet.

5. system as claimed in claim 3, it is characterized in that, utilize a shell, first Sealing and second Sealing to limit described chamber, the end regions of described sparger passes described first Sealing, described first Sealing is sealed in described end regions in the described shell, described second Sealing is away from described first Sealing, and described second Sealing also is sealed in described end regions in the described shell.

6. system as claimed in claim 3, it is characterized in that, utilize first Sealing and second Sealing to limit described chamber, described first Sealing is sealed in the end regions of described sparger in the described in-engine injector holes, described second Sealing is away from described first Sealing and also the end regions of described sparger is sealed in the described hole, like this, just described chamber is limited to described first and second Sealings, between the inner circle wall in described injector end region between described first Sealing and second Sealing and described hole.

7. system as claimed in claim 3 is characterized in that described delivery pipe has a chamfered ends, and directed so described chamfered ends makes and the waste gas that cylinder of the present invention is discharged can be introduced in the end of described flue gas leading.

8. system as claimed in claim 4, it is characterized in that, described recurrent canal has back to the chamfered ends of described cylinder, like this when waste gas passes through the end of described recurrent canal, just produce Venturi effect, Abgasabsaugung is crossed described waste gas supply tube, described chamber and described waste gas recurrent canal.

9. fuel delivery system as claimed in claim 1, it is characterized in that, the device that is used to heat described injector end region comprises exhaust-carrying device, described exhaust-carrying device is used for be delivered to the end regions of described sparger in the described motor by the waste gas that burning generated of fuel and air, to heat the end regions of described sparger.

10. fuel delivery system as claimed in claim 9, it is characterized in that, described exhaust-carrying device guides to waste gas the end regions of described sparger, so that described waste gas closely contacts with the end regions of described sparger, thus the fuel that heats the end regions of described sparger and be positioned at described injector end region.

11. fuel delivery system as claimed in claim 1, it is characterized in that, the device that is used to heat described injector end region comprises a heat conduction supporting member, described supporting member is used to support and contact the end regions of described sparger, described heat conduction supporting member also contacts with the heated portion of described motor, the heat of described like this motor can pass to the end regions of described sparger via described supporting member, to heat the end regions of described sparger.

12. fuel delivery system as claimed in claim 11, it is characterized in that, described supporting member comprises a ring-shaped article, described ring-shaped article has cylindrical outer wall and cylindrical hole, described cylindrical outer wall is contained in the interior hole of described motor heated portion, with with the described ring-shaped article of the heat transferred of described motor, described cylindrical hole has the cylinder shape inner wall that is used to receive described injector end region, described like this end regions just contacts with described cylinder shape inner wall, heat just can pass to described ring-shaped article by described heated portion, and then passes to the end regions of described sparger.

13. fuel delivery system as claimed in claim 1, it is characterized in that, described fuel delivery system comprises a heat exchanger, described heat exchanger has the heat-exchange tube that is arranged in the described engine exhaust passage, one end of described heat-exchange tube is connected with an air supply pipe, the other end is connected with a hot air recurrent canal, described air supply pipe is used to transport the air from air inlet, and described hot air recurrent canal is used for having heated in described heat-exchange tube air is delivered to the end regions of sparger and extends passage between described fuel conveyor member and the described cylinder.

14. fuel delivery system as claimed in claim 12, it is characterized in that, the heated portion of described motor is positioned at the exhaust side of described motor and is positioned near the exhaust header, provide an air to enter pipe, described air enters pipe and is used for the end regions of guiding cool air to described sparger, and the end regions of described like this sparger can be not overheated.

15. fuel delivery system as claimed in claim 12 is characterized in that, described heated portion is positioned at the air approaching side of described motor.

16. fuel delivery system as claimed in claim 15, it is characterized in that, provide one to enter the hole, to allow waste gas to enter described hot air recurrent canal, waste gas and the air described hot air recurrent canal of just flowing through like this, and described waste gas and Air mixing gas delivery are given the end regions and the described passage of described sparger.

17. fuel delivery system as claimed in claim 16 is characterized in that, the described hole that enters is positioned at described heat-exchange tube, and the position that is connected with described air supply pipe near described heat-exchange tube.

18. fuel delivery system as claimed in claim 17, it is characterized in that, described air supply pipe is connected with the idling air supply pipe of described motor, the idling air described supply tube of just flowing through like this, and march to the described passage that extends between described fuel conveyor member and the described cylinder, by making described idling air stream through described heat-exchange tube and make described idling air and enter the waste gas that the hole enters and mix mutually from described, heat described idling air, and described waste gas and AIR MIXTURES be supplied to the end regions of described sparger and extend described passage between described fuel conveyor member and the cylinder.

19. fuel delivery system as claimed in claim 13 is characterized in that, described heat exchanger comprises a pipe, and described pipe is connected between the exhaust header and an outlet pipe of described motor, and described outlet pipe discharges the exhaust in the atmosphere.

20. fuel delivery system as claimed in claim 1 is characterized in that, has a fuel-air delivery pipe in the described passage between described fuel conveyor member and described cylinder, described delivery pipe is provided in the air inlet passage of described motor.

21. fuel delivery system as claimed in claim 20, it is characterized in that, in described fuel-air delivery pipe, a cyclone separator is set, with when the mixture of described air, waste gas and fuel fume when described fuel-air delivery pipe is advanced, make described mixture become the whirlpool shape, thereby mix described air, waste gas and fuel fume fully.

22. fuel delivery system as claimed in claim 13, it is characterized in that, described motor comprises a plurality of fuel injectors, described hot air recurrent canal is connected with a distribution piping, described distribution piping has many discharge tubes, every discharge tube is corresponding to each fuel injector, and the bearing of trend of every discharge tube all is basically perpendicular to the direction from each sparger ejection fuel.

23. fuel delivery system as claimed in claim 13, it is characterized in that, the described passage that is used for transfer the fuel and air is via described exhaust passage and described motor top and arrive described air approaching side, described passage has the inlet in described exhaust passage, so just waste gas can be sucked in the described passage, to mix mutually with the air and the fuel that flow to described cylinder by described passage.

24. fuel delivery system as claimed in claim 23, it is characterized in that, described air supply pipe is through being arranged on the exchanger on the engine exhaust passage, and described heat exchanger is used for the described air of preheating, and described then air will be transported to around described fuel injector.

25. fuel delivery system as claimed in claim 1, it is characterized in that, described passage is arranged in the described inlet manifold, described passage has that the air that stretches in the described inlet manifold enters arm and the waste gas that is connected with the exhaust passage of motor enters arm, one waste gas pipeline extends described waste gas and enters arm and described air and enter between the arm and the described passage of extend through, like this, when described fuel injector sprays into described fuel in the described passage, described fuel will with enter the air that described air enters arm and mix mutually, and in described passage, advance around described waste gas pipeline, thereby with described waste gas pipeline generation heat exchange, to march to air and the fuel in the described passage of heating in the way of cylinder from described sparger at described fuel, the waste gas of described waste gas pipeline of flowing through simultaneously can flow into described air and enter arm, and be drawn in the described passage with enter the air that arm enters in the described passage via described air, to heat the mixture of described air and fuel further.

26. fuel delivery system as claimed in claim 1 is characterized in that, described system comprises the temperature maintenance device, and the exhaust gas temperature that is used for being supplied to described injector end region maintains certain predetermined temperature, and is overheated to prevent described end regions.

27. fuel delivery system as claimed in claim 26 is characterized in that, described temperature maintenance device comprises a valve, and flowing of the cool air that described valve is used for optionally allowing or cut-out and described waste gas mix mutually reduces the temperature of described waste gas thus.

28. fuel delivery system as claimed in claim 27, it is characterized in that, a temperature sensing device is provided near described end regions, be used to monitor the temperature of described waste gas, if described temperature is higher than described predetermined temperature, just opens described valve and flow in the described waste gas to allow cool air.

29. fuel delivery system, be used for oil or Fuel Petroleum are flowed to internal-combustion engine, the piston that described internal-combustion engine has at least one cylinder, move in described cylinder, be used for exhaust passage that air is imported the gas-entered passageway in the described cylinder and is used to discharge waste gas in the described cylinder, described system comprises:

Fuel injector comprises main body and the end regions that is formed by Heat Conduction Material, like this when heating during described end regions, and can be with the fuel in the described injector end region of heat transferred, to heat the fuel in the described injector end region;

One Room, end regions around described sparger, described chamber has an inlet and an outlet, and the part of described injector end region is stretched out described chamber to be communicated with the gas-entered passageway of described motor, seals described chamber so that the gas-entered passageway of described chamber and described motor is isolated; And

One hot fluid feedway, be used for carrying hot fluid to described chamber, described like this hot fluid can flow through described chamber and discharge from described outlet, described hot fluid is used to heat described indoor described injector end region, thereby with the fuel in the described end regions of heat transferred, to heat described fuel, so in a single day described sparger sprays described fuel via described end regions, because the thermal expansion of heating fuel, described fuel will promptly be converted to gaseous state after the ejection of self-injection device.

30. system as claimed in claim 29, it is characterized in that, described hot fluid feedway comprises a waste gas inlet tube, described waste gas inlet tube extends to the inlet of described chamber from the venting gas appliance of described motor, the described outlet of described chamber is communicated with a waste gas recurrent canal, and described waste gas recurrent canal extends to the venting gas appliance of motor from described outlet.

31. system as claimed in claim 29, it is characterized in that, described chamber is limited by first Sealing and second Sealing, described first Sealing is near the end face of the described end regions of the described fuel of ejection, described second Sealing and described first Sealing separate, described first and second Sealings engage with the end regions of a periphery wall and described sparger, thereby limit described chamber.

32. system as claimed in claim 31 is characterized in that, described periphery wall is the inwall in a hole in the described motor, and described hole is used to receive described sparger.

33. system as claimed in claim 31 is characterized in that, described periphery wall is the inwall around a shell of described injector end region, and described shell can be positioned at a hole of described motor.

34. fuel delivery system that is used for internal-combustion engine, the piston that described internal-combustion engine has at least one cylinder, move in described cylinder, be used for exhaust passage that air is imported the gas-entered passageway in the described cylinder and is used to discharge waste gas in the described cylinder, described system comprises:

One shell is used to receive the end regions of described sparger;

First Sealing is used for when described sparger is positioned at described shell, and the end regions of described sparger is sealed in the described shell;

Second Sealing, be used for when described sparger is positioned at described shell, the end regions of described sparger is sealed in the described shell, so just between the end regions of described shell, described first Sealing, described second Sealing and described sparger, defines a Room;

One waste gas pipeline is connected with described shell, and is communicated with formed chamber when described sparger is positioned at described shell;

One waste gas recurrent canal is communicated with formed chamber when described sparger is positioned at described shell, and described waste gas pipeline and waste gas recurrent canal have a waste gas inlet end and a waste gas exhaust end respectively; And

One venting gas appliance flange, be connected with engine's exhaust system, the waste gas inlet end of described waste gas pipeline and the waste gas exhaust end of described waste gas recurrent canal are connected with described venting gas appliance flange respectively, like this when described sparger is positioned at described shell, can enter described waste gas pipeline, the described chamber of flowing through, return described engine's exhaust system via described waste gas recurrent canal then through the waste gas of described venting gas appliance flange, thereby can heat the end regions of described sparger.

35. fuel delivery system that is used for internal-combustion engine, the piston that described internal-combustion engine has at least one cylinder, move in described cylinder, be used for exhaust passage that air is imported the gas-entered passageway in the described cylinder and is used to discharge waste gas in the described cylinder, described system comprises:

Fuel injector comprises main body and end regions, from described end regions transfer the fuel;

, a small channel, the cross-section area of described small channel and volume be all less than the gas-entered passageway that extends between described sparger and described cylinder, and described small channel is used for transfer the fuel and is used to support the required certain share air of engine internal fuel burning under the situation of no-load speed being higher than; And

Heating equipment, end regions to described sparger heats, thereby before described sparger sprays described fuel, heat the fuel in the described end regions, like this when described sparger sprays described fuel, described fuel can be converted to gaseous state, marches in the way of described cylinder from described sparger along described fuel channel at described fuel simultaneously, can keep described fuel and be in gaseous state.

36. fuel delivery system as claimed in claim 35 is characterized in that, described heating equipment comprises a heat exchanger, is used for before described air is transported to described injector end region, heats described air part.

37. fuel delivery system as claimed in claim 35, it is characterized in that, described air part is mixed mutually with the waste gas of discharging from described cylinder, and to heat described air further, so just the mixture with described heated air and waste gas is supplied to injector end region and described passage.

38. fuel delivery system as claimed in claim 37, it is characterized in that, described air partly is the idling air of described motor supply, described system comprises an idling air supply pipe, described idling air supply Guan Ziyi idle running helix encloses and extends to described heat exchanger, and be connected with a heat-exchange tube in the described heat exchanger, described heat-exchange tube is connected with a hot gas recurrent canal, also comprise the device that makes waste gas enter described hot gas recurrent canal, described like this waste gas just with described idling air mixing to heat described idling air, described recurrent canal is in order to be supplied to described injector end region with described waste gas and idling Air mixing gas, make the described mixed gas that is heated the idling air and waste gas surround described injector end region heating described end regions, and the fuel fume that makes described sparger ejection proceed to described cylinder with the mixed gas of the described idling air and waste gas that is heated via described row of passages.

39. fuel delivery system as claimed in claim 35, it is characterized in that, has a cyclone separator in the described passage, be used to make the mixture of described idling air, waste gas and fuel fume to form the whirlpool shape, thereby proceed to along described row of passages in the way of described cylinder at described mixture, mix described mixture fully.

40. fuel delivery system as claimed in claim 38, it is characterized in that, described hot air recurrent canal is connected with a distribution piping, described distribution piping has a plurality of outlets, each outlet is corresponding to one in a plurality of fuel injectors, described outlet is used for described waste gas and idling Air mixing gas are supplied to described fuel injector, mixes mutually with the fuel fume with described sparger ejection.

41. fuel delivery system as claimed in claim 35 is characterized in that, described passage comprises a pipe that is installed in the engine intake passage, and the cross-section area of described pipe and volume are all less than the cross-section area and the volume of described gas-entered passageway.

42. fuel delivery system as claimed in claim 35 is characterized in that, described fuel injector is arranged in a hole at motor top, and described hole is communicated with described distribution piping and described fuel-air delivery pipe.

43. fuel delivery system as claimed in claim 42 is characterized in that, the top of described pipe and described motor constitutes one, rather than is installed in a single pipe in the described engine intake passage.

44. fuel delivery system as claimed in claim 38, it is characterized in that, provide described idling air by an idling air transfer block that is installed between described idle running spiral winding and the throttle valve body, described block has first duct and second duct, described first duct is communicated with an inlet that is used to carry described idling air, and described second duct is communicated with the channel connection that passes described idle running spiral winding and with described idling air supply pipe.In this device, the idling air that blocks the fly valve downstream side that is positioned at described throttle valve body enters the duct, if so not via described idling air supply pipe, described idling air just can not enter in the motor.

45. fuel delivery system as claimed in claim 36, it is characterized in that described heat exchanger is formed by the described passage of part, in use, described part passage is exposed in the waste gas that described cylinder is discharged, and described passage leads to the gas-entered passageway of described motor via described block.

46. fuel delivery system as claimed in claim 45 is characterized in that, described passage is through a duct, and described duct extends to described gas-entered passageway from the exhaust passage of described motor.

47. fuel delivery system as claimed in claim 46, it is characterized in that described passage is communicated with a spacer block, have a hole in the described spacer block, described Kong Yuyi distribution piping is communicated with, and described distribution piping is communicated with to receive described idling air with described idling air supply pipe.

48. fuel delivery system as claimed in claim 47, it is characterized in that, described sparger is positioned at described distribution piping, and the end regions of described sparger contacts with described distribution piping, thereby heat described end regions, described sparger is sent into fuel in the described hole of described spacer block, and fuel just mixes mutually with described idling air supply pipe air supplied like this, and then enters in the gas-entered passageway and cylinder of motor via described passage.

49. fuel delivery system as claimed in claim 48, it is characterized in that, described distribution piping and described spacer block engage on the exhaust header of motor, described exhaust header provides a kind of quite hot heating source, to heat the end regions of described sparger, described idling air is flowed to described distribution piping not only can provide combustion air, also described end regions is played cooling action, overheated to prevent described end regions.

50. fuel delivery system as claimed in claim 35, it is characterized in that, has a hole in the described passage, described hole allows waste gas to enter in the described passage, be in heating status to keep the described fuel and the air of advancing, so just the fuel of vapor state can be delivered to the gas-entered passageway and the cylinder of motor along described passage.

51. fuel delivery system as claimed in claim 47, it is characterized in that, described distribution piping and described spacer block are isolated mutually, described idling air supply pipe extend through is positioned at the heat exchanger on the engine exhaust collector, be supplied to the air part of described distribution piping with heating, and and then heat the end regions of described sparger.

52. fuel delivery system as claimed in claim 35, it is characterized in that, described passage comprises that a waste gas enters arm, described waste gas enters arm and is communicated with the exhaust passage of motor, also be connected with a flue gas leading that in described passage, extends, described passage also has an air and enters an arm and a fuel delivery end, entering described flue gas leading that arm is connected with described waste gas stretches into described air and enters in the arm, some of advancing via inlet manifold suck air and can enter described air and enter in the arm like this, and mix mutually with waste gas that described flue gas leading is carried, enter then in the described passage, fuel in spraying into described inlet end proceeds to described cylinder along described row of passages, the air and the fuel of flowing through in the waste gas of described flue gas leading and the described passage carry out heat exchange, and described waste gas and the mixture of described air and fuel fume mix mutually and also can keep described fuel fume and be in gaseous state simultaneously.

53. fuel delivery system as claimed in claim 52, it is characterized in that, the outlet end of described flue gas leading is positioned near the dome-shaped deflection plate, so just but deflection is from the waste gas of described flue gas leading discharge, make described waste gas flow through described air and enter arm, and enter the air that flows to described passage in the arm with described air and mix mutually along the direction of air stream.

54. fuel delivery system that is used for internal-combustion engine, the piston that described internal-combustion engine has at least one cylinder, move in described cylinder, be used for exhaust passage that air is imported the gas-entered passageway in the described cylinder and is used to discharge waste gas in the described cylinder, described system comprises:

Fuel injector comprises main body and end regions, from described end regions transfer the fuel;

Article one, passage is separated with described gas-entered passageway, extends between described sparger and described cylinder, is used for fuel and idling air from described sparger are flowed to described cylinder; And

Heating equipment, end regions to described sparger heats, thereby before described sparger sprays described fuel, heat the fuel in the described end regions, like this when described sparger sprays described fuel, described fuel can be converted to gaseous state, marches in the way of described cylinder from described sparger along described fuel channel at described fuel simultaneously, can keep described fuel and be in gaseous state.

55. fuel delivery system as claimed in claim 54, it is characterized in that, described passage is the part of distance between the described sparger of extend through and the described cylinder only, described passage has near first end of described injector end region and second end that is connected with described gas-entered passageway, fuel fume will at first flow through described small channel like this, and then it is interior to mix mutually with combustion air to enter described gas-entered passageway, and described combustion air is to be drawn in the described gas-entered passageway under the pumping action of motor.

56. fuel delivery system as claimed in claim 54 is characterized in that, described heating equipment comprises a heat exchanger, be used in described idling air is transported to described injector end region and described passage before, heat described idling air.

57. fuel delivery system as claimed in claim 56, it is characterized in that, described idling air mixes mutually with the waste gas of discharging from described cylinder, and to heat described air further, so just the mixture with described heated air and waste gas is supplied to injector end region and described passage.

58. fuel delivery system as claimed in claim 57, it is characterized in that, described system comprises an idling air supply pipe, described idling air supply Guan Ziyi idle running helix encloses and extends to described heat exchanger, and be connected with a heat-exchange tube in the described heat exchanger, described heat-exchange tube is connected with a hot gas recurrent canal, also comprise the device that makes waste gas enter described hot gas recurrent canal, described like this waste gas just with described idling air mixing to heat described idling air, described recurrent canal is in order to be supplied to described fuel conveyor member with described waste gas and idling Air mixing gas, make the described mixed gas that is heated the idling air and waste gas surround described fuel conveyor member heating described fuel conveyor member, and make fuel that described fuel conveyor member carries with the described mixed gas that the is heated the idling air and waste gas described passage of advancing.

59. fuel delivery system as claimed in claim 54, it is characterized in that, has a cyclone separator in the described passage, be used to make the mixture of described idling air, waste gas and fuel to form the whirlpool shape, thereby proceed to along described row of passages in the way of described cylinder at described mixture, mix described mixture fully.

60. fuel delivery system as claimed in claim 58, it is characterized in that, described hot air recurrent canal is connected with a distribution piping, described distribution piping has a plurality of outlets, each outlet is corresponding to one in a plurality of fuel injectors, described outlet is used for described waste gas and/or idling Air mixing gas are supplied to described fuel conveyor member, to mix mutually with described fuel conveyor member supplied fuel.

61. fuel delivery system as claimed in claim 54 is characterized in that, described passage comprises a pipe that is installed in the engine intake passage, and the cross-section area of described pipe and volume are all less than the cross-section area and the volume of described gas-entered passageway.

62. fuel delivery system as claimed in claim 60 is characterized in that, described fuel injector is arranged in a hole at motor top, and described hole is communicated with described distribution piping and described fuel-air delivery pipe.

63. fuel delivery system as claimed in claim 58, it is characterized in that, provide described idling air by an idling air transfer block that is installed between described idle running spiral winding and the throttle valve body, described block has first duct and second duct, described first duct is communicated with an inlet that is used to carry described idling air, and described second duct is communicated with the channel connection that passes described idle running spiral winding and with described idling air supply pipe.In this device, the idling air that blocks the fly valve downstream side that is positioned at described throttle valve body enters the duct, if so not via described idling air supply pipe, described idling air just can not enter in the motor.

64. fuel delivery system as claimed in claim 56, it is characterized in that described heat exchanger is formed by the described passage of part, in use, described part passage is exposed in the waste gas that described cylinder is discharged, and described passage leads to the gas-entered passageway of described motor via described block.

65. fuel delivery system as claimed in claim 54 is characterized in that, described passage is through a duct, and described duct extends to described gas-entered passageway from the exhaust passage of described motor.

66. as the described fuel delivery system of claim 65, it is characterized in that described passage is communicated with a spacer block, have a hole in the described spacer block, described Kong Yuyi distribution piping is communicated with, and described distribution piping is communicated with to receive described idling air with described idling air supply pipe.

67. as the described fuel delivery system of claim 66, it is characterized in that, described sparger is positioned at described distribution piping, and the end regions of described sparger contacts with described distribution piping, thereby heat described end regions, described sparger is sent into fuel in the described hole of described spacer block, and fuel just mixes mutually with described idling air supply pipe air supplied like this, and then enters in the gas-entered passageway and cylinder of motor via described passage.

68. as the described fuel delivery system of claim 66, it is characterized in that, described distribution piping and described spacer block engage on the exhaust header of motor, described exhaust header provides a kind of quite hot heating source, to heat the end regions of described sparger, described idling air is flowed to described distribution piping not only can provide combustion air, also described end regions is played cooling action, overheated to prevent described end regions.

69. fuel delivery system as claimed in claim 54 is characterized in that, has a hole in the described passage, described hole allows waste gas to enter in the described passage, is in heating status to keep the described fuel and the air of advancing along described passage.

70. as the described fuel delivery system of claim 66, it is characterized in that, described distribution piping and described spacer block are isolated mutually, described idling air supply pipe extend through is positioned at the heat exchanger on the engine exhaust collector, be supplied to the air part of described distribution piping with heating, and and then heat the end regions of described sparger.

71. a fuel delivery system that is used for internal-combustion engine, described internal-combustion engine have at least one cylinder and in described cylinder pistons reciprocating, described system comprises;

One sparger is used for fuel is introduced in the described cylinder, described sedimentation of fuel is being positioned on the described piston of cylinder, thereby made that before lighting described fuel described fuel is just gasifiable.

72. as the described fuel delivery system of claim 71, it is characterized in that, before described fuel being sent into described cylinder and being delivered on the described piston, heat described fuel.

73. as the described fuel delivery system of claim 72, it is characterized in that, described heater comprises a heat exchanger, utilize the waste gas of motor to heat described heat exchanger, the one fuel pipe described exhaust gas source of flowing through so just utilizes described waste gas to heat the fuel that flow to described sparger via described fuel pipe.

74., it is characterized in that described sparger is positioned at the sidewall of described cylinder as the described fuel delivery system of claim 71.

75., it is characterized in that having a hole in the described sidewall as the described fuel delivery system of claim 74, a sleeve is arranged in the described hole, described sparger is arranged in the described sleeve.

76., it is characterized in that described sleeve has an exit orifice as the described fuel delivery system of claim 75, described exit orifice extends to the inside of described cylinder from described hole.

77. as the described fuel delivery system of claim 76, it is characterized in that, the sidewall of described cylinder comprises a block part, described cylinder is positioned at described block part, described hole is formed in the wall of described block and partly passes described block wall, described hole is communicated with the hole that a diameter reduces, described hole extends to described cylinder from described hole, described sleeve comprises a hollow pole socket that is arranged in the hole that described diameter reduces, the nozzle of described like this fuel injector can be positioned at described pole socket, fuel sprayed in the described cylinder and to be sprayed onto on the described piston.

78. as the described fuel delivery system of claim 77, it is characterized in that, described sleeve phases down to inner terminal from its outer end, described the inner just is wider than in described like this outer end, thereby the sparger of different size can be arranged in the described sleeve, the end regions of guaranteeing described sparger simultaneously is positioned near the end of close described cylinder interior of described sleeve.

79. as the described fuel delivery system of claim 78, it is characterized in that, by and described cylinder wall or engine block body wall between the heat transmission heat the end regions of described sparger, with when described sparger sprays described fuel, described fuel can promptly gasify.

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