EP0769101B1 - Procede permettant d'ameliorer l'atomisation du carburant dans des moteurs a combustion interne - Google Patents

Procede permettant d'ameliorer l'atomisation du carburant dans des moteurs a combustion interne Download PDF

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Publication number
EP0769101B1
EP0769101B1 EP95922392A EP95922392A EP0769101B1 EP 0769101 B1 EP0769101 B1 EP 0769101B1 EP 95922392 A EP95922392 A EP 95922392A EP 95922392 A EP95922392 A EP 95922392A EP 0769101 B1 EP0769101 B1 EP 0769101B1
Authority
EP
European Patent Office
Prior art keywords
fuel
air
chamber
degassing
bubbles
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.)
Expired - Lifetime
Application number
EP95922392A
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German (de)
English (en)
Other versions
EP0769101A1 (fr
Inventor
Hans Nyffenegger
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.)
Airtron Engneering AG
Original Assignee
AIRTRON ENGINEERING AG
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Publication date
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Publication of EP0769101A1 publication Critical patent/EP0769101A1/fr
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Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M33/00—Other apparatus for treating combustion-air, fuel or fuel-air mixture
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M71/00—Combinations of carburettors and low-pressure fuel-injection apparatus
    • F02M71/02—Combinations of carburettors and low-pressure fuel-injection apparatus with fuel-air mixture being produced by the carburettor and being compressed by a pump for subsequent injection into main combustion-air

Definitions

  • the present invention relates to a method for Mixing air into fuel in an internal combustion engine before being introduced into the combustion chamber, which creates a Improvement in fuel atomization is to be achieved.
  • FR-A-2'501'793 shows a solution in which in a regulator is arranged in the fuel intake line Fuel and air mixed. This principle is in improved execution have been published in WO 92/13188.
  • the patent US-A-4 376 423 shows an apparatus and a method for Enrich fuel with a gas for use with an internal combustion engine.
  • a saturator includes one porous body in a container. Fuel flows around the porous body. This causes gas to enter through this porous body pressed the fuel. The gas is all over the surface of the porous body to the fuel, being small Gas bubbles are formed. These gas bubbles are partly in the Fuel picked up and transported, the other part they form an excess fuel-gas mixture. thats why a line is provided through which the excess Fuel-gas mixture is suctioned off and a fuel-gas foam trap fed into the cycle for later recycling becomes.
  • the simplest solution in this regard is achieved by the selective degassing by introducing the Air-fuel mixture takes place in a chamber in which the mixture under the influence of gravity during a Minimum time stops and larger bubbles rise, causing the mixture is partially degassed, while small bubbles in the Mixture remain.
  • the Residence time depends on the one hand on the fuel flow and on the other hand the size of the chamber. You choose optimally the dwell time so that finally only in the mixture Gas bubbles remain, which are a size in the micrometer range exhibit. It is interesting that this selectively degasses Mixture advantageously less than one volume percent air should contain. In extreme cases, values were measured at where the air was less than a volume percent.
  • the number of bubbles in the selectively degassed mixture very high.
  • this can be more than a thousand bubbles per cubic millimeter.
  • Such a selectively degassed mixture has the enormous advantage that it leads to incredibly stable operating conditions and the measurement results also from the arrangement of the Fuel lines become completely independent. This leads to, that the arrangement of the air admixture as well as the selective Degassing both before and after the fuel pump can be arranged.
  • the air is added in the simplest way using a Venturi tube with subsequent mixing section.
  • the air intake for the air admixture always can be taken directly or indirectly from the area of the chamber. Further advantageous procedural precautions go from the dependent claims and their meaning explained in the description below.
  • FIGS. 1 to 4 The different possibilities, the inventive The best way to implement processes is from the four schematically represented variants according to FIGS. 1 to 4 forth.
  • the fuel comes from tank 1 in the version 1 directly into the intake pipe 2 in accordance with FIG device designated as a whole, and from there via a fuel pump 4 to the engine 5.
  • the air admixing device 6 is arranged in the device 3 itself. From there it gets Mixture as fuel and air in a chamber 7, which as Degassing chamber is called.
  • a float 8 In the degassing chamber 7 there is a float 8 with the appropriate means is equipped to according to the fuel level in the chamber 7 either with a lower sealing cone 9 the lower exit 10 to close the chamber 7 or by means of an upper one Actuating pin 11 to act on an inlet valve 12 what freshness through an outside filter 13 can flow from the atmosphere directly into the chamber 7.
  • FIG. 1 works Air admixing device 6 according to the venturi tube principle. The Air sucked in by the flow is here directly via the Line 14 sucked out of the degassing chamber 7.
  • All variants are degassed by the fact that Fuel-air mixture for a time in chamber 7 rests and existing air bubbles rise. The bigger the air bubbles are, the faster they rise.
  • the air is sucked in directly from the degassing chamber 7.
  • the chamber 7 is also largely filled the fuel-air mixture, so located the float 8 in an upper position and the Actuating pin 11 opens a shut-off valve 12 and sets the connection to an outside air filter 13 forth.
  • the feed pump 4 sucks a portion of the Fuel-air mixture after, so now flows through the filter 13 air into the chamber 7, the float 8 sinks again from time to time, the negative pressure now increases fuel drawn in from the tank 1 via the suction line 2.
  • the lower formed from elements 9 and 10 in Figures 3 and 4 The seal is used to ensure that the Fuel delivery pump 4, the degassing chamber 7 not too far can drain.
  • a separate air pump 14 is also provided here. Either Air and fuel are therefore in the Air admixture 6 under pressure with each other mixed. In this case too is again the air admixing device 6 below Provide mixing section.
  • the variant 4 the air admixing device 6 from the device 3 arranged separately.
  • the fuel delivery pump 4 is now between the air admixing device 6 and the Degassing chamber 7 arranged.
  • the air is added now again using the Venturi tube principle.
  • the Operation of the degassing chamber 7 with the float 8 corresponds absolutely to the previously described versions.
  • FIGS. 5 through 7 show DAs Device 3 consists of a head plate 30 and one opposite base plate 31.
  • the two plates 30,31 are spaced from each other by a cylindrical wall 32 held.
  • the cylindrical wall 32 encloses the internal degassing chamber 7 with the one located therein Float 8.
  • Guide rods 33, both in the base plate 31 as well as in the head plate 30 form a Kind of cage for the swimmer. This is so far positioned so that the float is always exactly centered axially is led. This guarantees that at the bottom or topmost position of the float 8 thereof Seal tips the air intake opening in the head plate or the mixture outlet opening in the base plate 31 each seal tightly.
  • the fuel is here by means of the fuel feed pump 4 via line 2 to Air admixing device 6 performed on the top plate 30 is arranged. This is where the air is mixed in supplied from the air pump 14 via the air supply line 60 becomes.
  • the fuel-air mixture gets into a Mixing section 34, which in principle consists of a tube with built-in chicane 35, with which an in-depth mix of Fuel and air is achieved. From the mixing section 34 the mixture passes through two connected holes 37 in the Base plate 31 to a supply line 36, which is already as first separation section works. From the supply line 36, the leads from the base plate 31 to the head plate 30 again the fuel-air mixture finally via a Feed hole 38 in the top plate to a vertical Inlet bore 39 through which the mixture finally into the Chamber 7 arrives.
  • the design plays a role for the method according to the invention of device 1 does not matter.
  • the principle of the invention is based only on the principle consideration that after Possibility only a homogeneous dispersion of fuel and Air should be conveyed while avoiding the supply of air larger air bubbles in the combustion chamber. this will according to the process through partial, selective degassing achieved.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Jet Pumps And Other Pumps (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Coating By Spraying Or Casting (AREA)
  • Feeding And Controlling Fuel (AREA)

Claims (7)

  1. Procédé pour mélanger de l'air à du carburant d'un moteur à combustion interne avant son admission dans la chambre de combustion, sachant qu'après le mélange, il se produit un dégazage partiel au cours duquel des bulles de combustible excédentaires sont séparées du combustible enrichi en air, caractérisé en ce que l'insufflation de l'air dans le carburant s'effectue dans un Venturi faisant office de dispositif d'adjonction d'air (6), après quoi le mélange combustible/air arrive dans une section de mélange (34) dans laquelle est intégrée une chicane (35), avant que ne se produise la séparation des bulles de carburant excédentaires dans un chambre (7) dans laquelle le mélange carburant/air s'attarde pendant un temps minimum qui suffit à faire s'échapper des bulles relativement grosses du mélange carburant/air, ce qui entraíne un dégazage sélectif du mélange carburant/air en fonction de la tailles des bulles.
  2. Procédé selon la revendication 1, caractérisé en ce qu'à la fois l'adjonction d'air et le dégazage sélectif s'effectuent dans la zone de la conduite d'aspiration entre le réservoir de carburant et la pompe de carburant.
  3. Procédé selon la revendication 1, caractérisé en ce qu'à la fois l'adjonction d'air et le dégazage sélectif s'effectuent dans la zone de la conduite de pression entre la pompe de carburant et le moteur à combustion interne.
  4. Procédé selon la revendication 1, caractérisé en ce que l'aspiration d'air s'effectue toujours directement ou indirectement dans la zone de la chambre dans laquelle se produit le dégazage.
  5. Procédé selon la revendication 1, caractérisé en ce que l'arrivée de l'air frais à mélanger s'effectue en fonction du mélange carburant/air dans la chambre de dégazage.
  6. Procédé selon la revendication 4, caractérisé en ce qu'une ouverture d'échappement pour le mélange carburant/air hors de la chambre de dégazage est commandée en fonction du niveau qui y règne.
  7. Procédé selon la revendication 4, caractérisé en ce que la durée moyenne pendant laquelle le mélange carburant/air reste dans la chambre de dégazage est d'au moins 30 s.
EP95922392A 1994-07-04 1995-06-30 Procede permettant d'ameliorer l'atomisation du carburant dans des moteurs a combustion interne Expired - Lifetime EP0769101B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
CH212994 1994-07-04
CH2129/94 1994-07-04
CH212994 1994-07-04
PCT/CH1995/000148 WO1996001366A1 (fr) 1994-07-04 1995-06-30 Procede permettant d'ameliorer l'atomisation du carburant dans des moteurs a combustion interne

Publications (2)

Publication Number Publication Date
EP0769101A1 EP0769101A1 (fr) 1997-04-23
EP0769101B1 true EP0769101B1 (fr) 2000-02-02

Family

ID=4226562

Family Applications (1)

Application Number Title Priority Date Filing Date
EP95922392A Expired - Lifetime EP0769101B1 (fr) 1994-07-04 1995-06-30 Procede permettant d'ameliorer l'atomisation du carburant dans des moteurs a combustion interne

Country Status (6)

Country Link
US (1) US5829417A (fr)
EP (1) EP0769101B1 (fr)
AT (1) ATE189505T1 (fr)
AU (1) AU2730795A (fr)
DE (1) DE59507747D1 (fr)
WO (1) WO1996001366A1 (fr)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US6273072B1 (en) 2000-02-09 2001-08-14 Paul E. Knapstein Fuel system apparatus and method
CA2324533A1 (fr) 2000-10-27 2002-04-27 Carl Hunter Enrichissement en oxygene dans des moteurs diesels
JP2009085048A (ja) * 2007-09-28 2009-04-23 Honda Motor Co Ltd マイクロバブル発生装置

Family Cites Families (13)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1447316A (fr) * 1965-06-15 1966-07-29 Sibe Perfectionnements apportés aux dispositifs d'injection de combustible dans la tubulure d'admission d'un moteur à combustion interne
DE2639920A1 (de) * 1976-09-04 1978-03-09 Volkswagenwerk Ag Kraftstoff-einspritzeinrichtung
DE2900459A1 (de) * 1979-01-08 1980-07-17 Volkswagenwerk Ag Einrichtung zur kontinuierlichen einspritzung eines aus kraftstoff und luft bestehenden gemisches in die ansaugleitung einer brennkraftmaschine
US4426984A (en) * 1980-01-14 1984-01-24 Gilbert Jack J Apparatus for entraining gasoline in air for use in an internal combustion engine
JPS6033992B2 (ja) * 1981-02-14 1985-08-06 工業技術院長 デイ−ゼルエンジンの燃料供給方法及び装置
FR2501793B1 (fr) * 1981-03-13 1986-08-01 Ricou Bernard Methode et dispositif pour atomiser le combustible des appareils et vehicules a combustion
US4376423A (en) * 1981-06-08 1983-03-15 William C. Knapstein Method and apparatus for saturating a liquid fuel with a gas and an internal combustion engine
US4524748A (en) * 1982-06-11 1985-06-25 Giannotti Hugo V Apparatus for separating and re-circulating oversize fuel particles in spark-ignition engines
US5054453A (en) * 1987-01-27 1991-10-08 James M. Deimen Mobile fuel tank vapor emission control system and method
AU1161692A (en) * 1991-01-21 1992-08-27 Epro Ag Process and device for improving the atomisation of fuel in internal combustion engines
US5427077A (en) * 1994-04-07 1995-06-27 Gasifier Corporation Apparatus for delivering a volatile combustible vapor and atmospheric air mixture to internal combustion engines
US5655505A (en) * 1994-04-22 1997-08-12 Electro-Mechanical R & D Corp. Apparatus and method for improving fuel efficiency of gasoline engines
US5522368A (en) * 1994-04-22 1996-06-04 Electro-Mechanical R & D Corp. Apparatus and method for improving fuel efficiency of diesel engines

Also Published As

Publication number Publication date
WO1996001366A1 (fr) 1996-01-18
DE59507747D1 (de) 2000-03-09
US5829417A (en) 1998-11-03
AU2730795A (en) 1996-01-25
EP0769101A1 (fr) 1997-04-23
ATE189505T1 (de) 2000-02-15

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