EP0227652A1 - Procede permettant d'accroitre le rendement du carburant et de reduire les emissions de moteurs a combustion interne - Google Patents

Procede permettant d'accroitre le rendement du carburant et de reduire les emissions de moteurs a combustion interne

Info

Publication number
EP0227652A1
EP0227652A1 EP19850903553 EP85903553A EP0227652A1 EP 0227652 A1 EP0227652 A1 EP 0227652A1 EP 19850903553 EP19850903553 EP 19850903553 EP 85903553 A EP85903553 A EP 85903553A EP 0227652 A1 EP0227652 A1 EP 0227652A1
Authority
EP
European Patent Office
Prior art keywords
fuel
engine
engines
internal combustion
vaporized
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP19850903553
Other languages
German (de)
English (en)
Inventor
Brant Doell
John T. Wright
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Vapor Corp
Original Assignee
Vapor Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Vapor Corp filed Critical Vapor Corp
Publication of EP0227652A1 publication Critical patent/EP0227652A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B49/00—Methods of operating air-compressing compression-ignition engines involving introduction of small quantities of fuel in the form of a fine mist into the air in the engine's intake
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B41/00—Engines characterised by special means for improving conversion of heat or pressure energy into mechanical power
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition

Definitions

  • This invention is directed to a process and system for improving the efficiency of internal combustion engines and thereby lowering the resultant emissions while improving fuel economy. More specifically, this invention relates to a process whereby a small percentage of the fuel employed is vaporized and sent to the cylinder or combustion chamber of the engine.
  • That apparatus limited to gasoline engines and not suitable for use in non-carburetor engines, diesl engines, jet engines, etc involves the evaporation of a portion of the fuel which is directed to the combustion cylinder through apparatus downstream of the carburetor.
  • the evaporation apparatus process of this reference may reduce certain pollutants, it does not have wide applicability to any type of engine, and it is also unsuitable for improving fuel efficiency in a fuel demand situation as the evaporation apparatus cannot be adequately controlled to provide the necessary fuel vapor.
  • Another problem perhaps, the most serious of those encountered, is the belief that, due to their operation on different principles, a method for improving combustion efficiency in one engine would not be suitable for use in another engine.
  • devices such as the evaporation system discussed above provide a "pre-charge" of vaporized fuel into th * . cylinder in which combustion takes place.
  • preinjection would not be sui able for ditsel engines, due to the problem of preignit; n.
  • Diesel engines differ from gasoline engines in that air drawn into the cylinders is compressed and thus heated above autoignition temperature of the injected diesl fuel charge.
  • gasoline engines gasoline and air vapor is ignited by a sparkplug and is at all times below autoignition temperatures.
  • Preignition or knocking can occur . in diesel engines by injecting fuel through the injectors too early in the engine combustion cycle; that is, too far before the piston reaches "top-dead-center" .
  • a vaporization chamber combining a small amount of fuel (about 0.1% of the total fuel consumed) to produce a vapor which is delivered to the air intake of the engine.
  • the engine is conventional gasoline or rotary, diesel or jet
  • this system operating alongside the regular fuel delivery system and employing the same fuel source, has been demonstrated to provide significant and substantial increases in fuel efficiency, while achieving dramatic reductions in resultant pollutants.
  • FIGURE 1 is a schematic diagram of the apparatus of this system as employed in a diesel or gasoline engine, together with the regular fuel system therefore.
  • FIGURE 2 is a schematic diagram of the system of this invention for providing fuel vapor to a jet engine (conventional fuel supply systems are not illustrated) .
  • This invention resides in the discovery that th ⁇ ? provision of a small amount of vaporized fuel in the air intake stream of the combustion chamber of the engine produces dramatic increases in fuel efficiency and decreases in environmental pollution, without the need for a substitute or supplementary fuel source or substantial redesigning of existing engines.
  • ny number of vaporization chambers are known to those of skill in the art, one particularly suitable vaporization chamber for use in this invention is that disclosed in
  • the vaporization chamber apparatus involves a chamber provided with a fuel input and air input, the output of the chamber being connected to the engine intake manifold.
  • the chamber In the chamber itself, a small amount of fuel is vaporized, and sent as fuel vapor, to the intake manifold, where it is entrained in the air intake stream for the combustion chamber.
  • FIGURE 1 The use of a vaporization chamber of this type is illustrated in FIGURE 1, and with reference thereto, it can be seen that the system is suitable for either diesel or gasoline engines of conventional or rotary type.
  • fuel vapor is produced in vaporization chamber 1, which produces that vapor from fuel supply 5 through input 2 and air input 10, outputting the resultant vapor through conduit 9 into the air intake manifold 8.
  • the fuel supply for the vaporization chamber could also be separate.
  • the fuel is supplied through conduit 2 by pump 3, which is in communication through conduit 14 with the fuel tank 5 for the entire engine fuel system.
  • pump 3 As many pumps that would be used as fuel pump 3 require a constant flow of fuel to run properly, which would not necessarily be the case in providing the vapor for this invention, a relief valve 4 and fuel recirculation line 13 are also provided,, as illustrated in FIGURE 1. Fuel not vaporized in the vaporization chamber is also returned to the single_ fuel tank through return line 12.
  • this system operates side-by-side with the standard engine fuel system 16 of the internal combustion engine 6. Air is brought into the air intake manifold 8, the vapor from conduit 9 being entrained therein and thereafter distributed to the combustion chambers.
  • Air is brought into the air intake manifold 8, the vapor from conduit 9 being entrained therein and thereafter distributed to the combustion chambers.
  • the only substantial difference in the system in use in a diesel engine as opposed to a gasoline engine will be the nature of apparatus employed for providing the air, as generally this is achieved using an air cleaner and pump in a diesel engine, while gasoline engines are generally operate under a vacuum manifold system.
  • the system of this invention can be used with both types of engines.
  • the amount of fuel vaporized and introduced into the air intake stream as a percentage of the total fuel consumed will vary from engine to engine, and engine type to engine type, generally, this percent will range between 0.05%-l% or more.
  • a particularly preferred system, particularly for diesel and gasoline engines, uses about 0.1% of the total fuel consumed as vapor from vaporization chamber 1.
  • the vaporized fuel supply may constitute the entire supply.
  • the method and system of this invention is essentially identical with use in a jet engine, except that the vapor chamber o ⁇ ⁇ -.put is fed directly to nozzle ring 23 of jet engine 24.
  • a vaporization chamber was installed on an existing diesel engine substantially as illustrated in FIGURE 1.
  • Two generator sets were employed on a conventional drilling rig, allowing the running of first baseline tests on load, thereafter switching to the standby generator, installing a vapor chamber and switching the generator back on load.
  • the diesel generator, employed in this example is, in effect, an active dynamometer run at a constant speed and power output.
  • the particular generator used for this test was identified as a product of Republic Electric and Development Company, Caterpillar 336 Generator Set.
  • Baseline tests i.e. , controls without the vaporization generator
  • the amount of fuel consumed during these tests was determined by filling either a 30 gallon or 5 gallon tank to overflow, running the test then refilling to the same point with a measured quantity.
  • a flov; control valve was installed between the fuel tank and the fuel supply pump on the engine to restrict fuel to the engine.
  • a Facet 416 fuel pump was used to supply diesel fuel to the vapor chamber.
  • a Detroit 8V-71 diesel engine was provided with a vaporization chamber installed substantially according to FIGURE 1, and tested as to its performance both before, during and after installation of the vaporization system.
  • a dynamometer was used to load the engine and obtained the HP, RPM, fuel pressure water temperature and oil temperature during operation. The tests were conducted as follows:
  • each run w.ith a small percentage (in this case, 0.1%) of the total fuel consumed being provided as vaporized fuel into the air intake demonstrated superior fuel efficiency as compared with baseline runs. Fuel economy improvement exhibited ranged up to 35% as compared with baseline tests.
  • the engine when hooked up to the vaporization chamber and used according to this ivnention, consumed 0.3551 pounds of fuel per horsepower hour, as compared with 0.4064 pounds of fuel per horsepower hour for a standard diesel engine without vaporized fuel in the air intake stream. This, of course, corresponds to a substantial 14% improvement in fuel economy.
  • a vapor chamber was installed on a Pratt and Whitney JT 15B-4 jet engine according to the illustration of FIGURE 2.
  • the engine was run on the vapor supplied by the vaporization chamber alone, after an initial 3 minute warmup period.
  • Standard jet fuel, JP-5 was delivered to the vaporization chamber and an air pressure of 60 pounds was also supplied.
  • the engine ran, on the fuel vapor provided by the vaporization chamber of this invention alone, for 32.5 minutes with no apparent problems.
  • the vaporization system of this invention not only substantially improves fuel economy but equally importantly reduces environmental pollutants naturally produced by inefficient operation of an 5 internal combustion engine.
  • Perhaps the most seriou of the pollutants produced by operation of an internal combustion engine are the oxides of nitrogen (nitrous and nitric, NO ).
  • Other pollutants which are frequently encountered ' and are considered damaging and hazardous 0 either to living things or the enfironment in general are carbon monoxide and a wide variety of hydrocarbons.
  • FIGURE 1 To quantify the reduction in environmental pollutants achieved by use of the system of this invention, a 1979 Pontiac Le Mans, 301 cubic inch- engine was provided with the vaporization system of this invention substantially as illustrated in FIGURE 1 in conjunction with the regular carboretor. The emissions were measured both at idle (NO 80 PPM) and at 55 mph as measured by a dynamometer (NO 610 ppm) . 0 The latter figure of 610 ppm NO pollutants at

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)

Abstract

Système permettant d'améliorer le rendement d'un moteur à combustion interne, et partant d'accroître l'économie de carburant tout en réduisant les émissions, consistant à envoyer un courant de carburant vaporisé depuis une chambre de vaporisation (20) dans le courant d'admission d'air (10) du moteur. De manière surprenante, ce système peut être utilisé aussi bien avec des moteurs diesel que des moteurs à essence du type conventionnel ou rotatif, ainsi qu'avec des moteurs à réaction (24) et d'autres moteurs à combustion interne . Selon ce système, l'entraînement dans le courant d'admission d'air d'environ 0,05-1,0 % de la totalité du carburant consommé se traduit par une amélioration considérable des économies de carburant (une amélioration atteignant 36 % par rapport au même moteur dépourvu du système de vaporisation), tout en réduisant les substances polluantes d'un ordre de grandeur au moins au-dessous des normes actuelles.
EP19850903553 1985-06-25 1985-06-25 Procede permettant d'accroitre le rendement du carburant et de reduire les emissions de moteurs a combustion interne Withdrawn EP0227652A1 (fr)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/US1985/001212 WO1987000242A1 (fr) 1985-06-25 1985-06-25 Procede permettant d'accroitre le rendement du carburant et de reduire les emissions de moteurs a combustion interne

Publications (1)

Publication Number Publication Date
EP0227652A1 true EP0227652A1 (fr) 1987-07-08

Family

ID=22188744

Family Applications (1)

Application Number Title Priority Date Filing Date
EP19850903553 Withdrawn EP0227652A1 (fr) 1985-06-25 1985-06-25 Procede permettant d'accroitre le rendement du carburant et de reduire les emissions de moteurs a combustion interne

Country Status (2)

Country Link
EP (1) EP0227652A1 (fr)
WO (1) WO1987000242A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB2276669B (en) * 1990-09-19 1995-05-03 Spirrit Environmental Tech Internal combustion engines
IE67000B1 (en) * 1990-09-19 1996-02-21 Wardoken Holdings Limited Internal combustion engines
US6032617A (en) * 1998-05-27 2000-03-07 Caterpillar Inc. Dual fuel engine which ignites a homogeneous mixture of gaseous fuel, air, and pilot fuel

Family Cites Families (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3698365A (en) * 1970-09-14 1972-10-17 Ind Propane Inc Diesel booster
US3925002A (en) * 1974-11-11 1975-12-09 Gen Motors Corp Air preheating combustion apparatus
US4224790A (en) * 1977-10-11 1980-09-30 Christensen Raymond G Jet engine
US4359861A (en) * 1978-01-17 1982-11-23 John Musacchia Gas turbine
US4335698A (en) * 1979-11-13 1982-06-22 Max-Mi Corporation Vaporization chamber
US4356805A (en) * 1980-07-22 1982-11-02 Kler Frank J Fuel vaporizing device
US4345570A (en) * 1980-09-25 1982-08-24 Mcneece Paul W Fuel heating apparatus for vehicles

Non-Patent Citations (1)

* Cited by examiner, † Cited by third party
Title
See references of WO8700242A1 *

Also Published As

Publication number Publication date
WO1987000242A1 (fr) 1987-01-15

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Inventor name: DOELL, BRANT

Inventor name: WRIGHT, JOHN, T.