SU40865A1 - Catalytic heating device for cooling water of automotive internal combustion engines - Google Patents

Description

The subject matter of the present invention is a catalytic device for heating, in particular the cooling water of automobile motors.

Appliances for catalytic heating or, in other words, for flameless burning of gaseous or liquid fuel, which is gasified before burning, are already known, but all of them have major drawbacks, which is why they did not get a real value to prevent cooling water in automobile engines, etc. .

One of the major drawbacks of these devices is their heating capacity is too low, which can be explained by the fact that only a small part of the heat obtained can be used for heating. Another disadvantage is that their maintenance is extremely impractical and that they too often have to be supplied with new fuel reserves and, due to its limited quantity, have too short a burning time.

All these drawbacks of previously known devices are supposed to be eliminated by the invention, with the help of which efficient use of the obtained katali is obtained (584)

burning heat for each heating purpose, and at the same time the fuel is advantageously gradually brought from an almost unlimited supply, so that no replenishment should take place and heating can be carried out more or less for a long time without any supervision.

Previously known apparatuses have a vessel filled with absorption material for a liquid fuel; From this vessel, the fuel under pressure resulting from the heating of the apparatus is directed through a chamber in which the flameless combustion of the fuel, usually consisting of platinized asbestos, is located, a catalyst mass. In contrast to these devices, in the apparatus according to the invention, fuel is sent from a spare vessel (in cars, mainly from a conventional gas tank) first to a special gasification chamber, in which the fuel is gasified using large evaporating surfaces and the heat generated due to combustion. The gasified fuel is then directed to a chamber containing the catalyst, which has a structure that differs from previously known apparatuses in this way.

that the pipeline for the heated medium passes through the chamber, or also by the fact that the latter is arranged in such a pipeline, that the walls of the chamber are washed by the medium flowing through the pipeline. In this way, real heat transfer to the cooling water is provided, etc., so that the apparatus works economically and can get as small as possible. This adaptation cannot, however, be carried out directly; it relies on a special design and method for positioning the active catalyst relative to the cooled water and, therefore, the strongly cooled chamber walls, as well as its insulation and protection against excessively free access of air by means of heat accumulating mass, so that the catalyst is relatively short nor between it and the ameri called walls, with which just the small need for an adaptation space and its thermal action is ensured, and with a very small supply of heat and may create and store necessary for perfect combustion of fuel and to achieve a good coefficient of heat efficiencies.

The special advantage of adapting in its form the execution of cooling water for an internal combustion engine in automobiles and airplanes is that the apparatus in question can be advantageously combined with a commonly used cooling water pump, so that the cost of manufacturing the pump increases slightly and the installation of the apparatus does not require longer operation than in general for the installation of the pump.

The drawing of FIG. 1 shows a device for heating in a side view and partially in section; FIG. 2 shows it from above and partially in section; FIG. 3 is a view of the device in perpendicular to FIG. 1 projection, also partially in section; FIG. 4- the appearance of such a device, which is modified in relation to the supply of fuel; FIG. 5-detail of the fuel supply shown in FIG. 3; FIG. b is its cross section; FIG. 7 is a sectional view of the detail shown in FIG. 1-3; FIG. 8 — turning on electrical ignition device; FIG. 9 and 10 are two partially dissected projections of the shape of the device in combination with a circulating pump for cooling water for an automobile motor; FIG. 11 and 12 are another form of filling the preheater, also in combination with a circulating pump; FIG. 13 and 14 shows the first in FIG. 1-3 attachments mounted on the vehicle, and, moreover, adapted for heating the crew inside while moving; FIG. 15 is a side view, partly in section, of another form of the embodiment of a catalytic preheater for cooling water in mobile engines or the like; FIG. 16 is a top view of this device, partly in section; FIG. 17 is another side view; FIG. 18 is a diagram of an electrical adjusting device for switching on the combustion when the temperature falls below a certain value; FIG. 19 is a side view, partially in section, of an embodiment of the device, in which the gasoline supply is controlled by a bimetallic organ, depending on the temperature.

The proposed fixture (Fig. 1-3) consists of a main part I, mainly cast, on which gasification chamber 2 is located on one side and a burning chamber 3 containing catalyst on the other hand, and on the main part there is a pipeline fed from a gasoline tank / 5 the float chamber 4, the float 5 of which serves to install the needle valve 6 regulating the inlet arranged outside the float chamber, which is connected to the connecting nipple under the float chamber. The connecting nipple (figs. 13 and 14) is connected to a petrol tank B in an automobile through any pipeline, with the petrol tank located above the float chamber, so that the baseline flows into it under the influence of its own weight. The float chamber is connected with the opening S with the gasification chamber 2 and in the latter, according to the shown form of implementation, there is a cross-shaped support 9 made of metal wire mesh covered with suction JO material, which gives an exceptionally large evaporation surface for gasoline which is let down by adjustable float valve device into the evaporation or gasification chamber 2, is continuously sucked in by material W and, due to the large surface of evaporation, and also heated by standing evaporates. In the chamber 2, the tube 7 / is open upward, cutting down from the bottom of the petrol line / 2 in the main part with the chamber / 5 located in it. A sieve J4 is placed at its lower end. The opening of the pipe at its upper end is incident to the side of the pipe or, at the least, amusing that gasoline drops cannot fall into the pipe.

The chamber / J of the main part 7 is blocked by a perforated plate / 5, the holes in which are extremely small in order to prevent possible penetration of the flame. Above the plate 75 there is a grid or grid 16 coated with a catalytically active material, which is kept at a short distance above the plate 75 by a ring or the like. A grid or grid 77 is also located above the catalyst layer (grid) 16, serving mainly as the lining or carrier body for the refractory and heat-accumulating material 75 (infusorial earth, asbestos, etc.). In this layer, electrical heating elements 19 may be located, which in a known manner serve to heat the catalyst to the temperature required for the start of combustion. When the apparatus is in operation, the gases or gasoline vapor generated in chamber 2 flow through pipe 77 into space 75 and rise from here through plate 75 to contact the catalyst (grid) 76, and the combustion takes place at a high temperature due to the porous and heat accumulating material J8, which limits the access of air to the catalyst to approximately the amount just needed for combustion, and binds the heat generated until the temperature reaches the proper height at which the heat with the best It is transferred to the cooling water to be heated and for this purpose 3 l-rub 20 passing through the chamber, the ends of which are fixed in the closing part of the chamber 3, to which pipes or fittings 27 are attached. With the help of these pipes or fittings to the cooling water line C between the motor M and the radiator K (Figs. 13 and 14), so that the cooling water is circulated by heating.

In order to enter the air required for combustion, chamber 3 is provided with several air openings 22 located at the bottom. At the top of chamber 3 there are outlet ports 23 that extend into housing 24 installed outside the chamber, due to which the chamber is thermally insulated. In order to release warm air from the housing 24, to the extent that it is necessary to inject the required fresh air into the chamber 3, below, on the side of the housing, several openings 25 are located, while the space between the chamber 3 and the housing on the other side below is connected with A strap pipe 26 extending under the gasification chamber 2, provided with a series of holes, and serves to heat the gasification chamber. This heating can be adjusted so that the heating and, therefore, evaporation in chamber 2, depending on the circumstances, does not exceed the amount required to maintain the combustion at the desired intensity in each case, which can be regulated by setting the fuel supply to the combustion chamber or by hand. or automatically by thermostats, etc., so that, for example, a constant temperature is maintained in the heated cooling water or the like. In the embodiment of FIG. 1-3, this fuel supply installation is carried out by the regulator 27 in the channel 72, with which another regulator 28 joins the adapter to the pipe 26 and 26a for air release, so that the air is released through this pipe and, therefore, the gasification chamber 2 is heated, depending on the increase or decrease of the fuel supply, it may increase or decrease.

The adjusting members (valves) 27 and 28 (Fig. 7) are so articulated by means of the rod 29, that they can, independently of each other, press springs 30 or 5 / to their seats. The spindle of the regulator 27 (Fig. 13 and 14) is connected with a handle 34 mounted on the tool board 33 of the car, for example, by means of a spindle 35, which is articulated with the spindle 52 and with the handle J by means of ball joints 26 or the like. When Since catalytic combustion must be started, the regulators 27 and 25 are opened with the handle 34 and at the same time the relay 37 connected with it (Fig. 8) is turned on, which can be installed on the tool board 33 and through which the electrical heating elements / P turn on andontrolna lamp f9a, to the usual battery cell 38 m of the vehicle. After switching on, the relay remains closed for several minutes, during which time the catalyst reaches the required temperature for combustion and, therefore, the combustion is started, after which the relay 37 automatically opens and the load of the batteries 38 stops. After that, the combustion continues automatically without supervision until the supply of fuel is again terminated by the handle 34 or does not explore the fuel supply. Since, however, the fuel consumption in the catalytic heating device is extremely small, the contents of a conventional petrol tank B (Fig. -13-14) on a car represent a practically unlimited supply of gas that may be enough even for months. This is of great practical importance, since, thus, it is possible without effort and almost free of charge to prevent the freezing of cooling water practically for an unlimited time, so that the necessary, otherwise, heating of garages during the cold season becomes redundant and can be left on street crew and in cold weather.

do not fear that the cooling water will freeze and that starting the motor, due to the too low temperature of the cooling water, will present any difficulties.

The embodiment of FIG. 4 coincides with that described above except for the supply of fuel to the gasification chamber 2, and here, since the fuel tank S is lower than the evaporator chamber, the fuel supply takes place through a wick tube 7a (Fig. 5 and 6) connecting the fuel tank through the coupling with fitting 7b (Fig. 4) on the lower side of the evaporation chamber. Through the middle of this wick tube, another perforated tube 7c (FIGS. 9 and 6) passes, around which the wick 7d material is located.

The tube 7c facilitates the suction effect of the wick material, which is properly associated with the suction material which increases the evaporation surface in the evaporation chamber. Then, if the heating device is to be located above the fuel tank, it is still possible to use the one shown in FIG. 1-3, when, for example, it is supplemented with a small electromagnetic diaphragm pump or the like to pump liquid fuel into the float chamber.

Most cars use a centrifugal pump 39 (Figs. 13 and 14) to maintain the circulation of cooling water through the motor M and the radiator K during movement. In the form of the embodiment of FIG. 9 and 10, the catalytic preheater is connected to this pump 39. The inlet to the pump is provided with a bottle-shaped extension 40 in which the combustion chamber 5 is centrally located; In the middle of this chamber there is a perforated tube 4 /, which is connected to the tube supplying gas from the evaporation chamber 2. This evaporation chamber is constructed in the same manner as in the embodiment of FIG. 1-3. Wire mesh 42 is placed around pipe 4 /, which is covered with a catalytically active material, for example, with a platinum sponge or the like. A bag of porous or fibrous, fireproof, heat accumulating material 43 is located in the space between the catalyst (mesh) 42 and the inside of chamber 3. with perforated pipes 44 laid therein, the lower ends of which are open and through which the necessary air for combustion enters the combustion chamber.

The latter is externally provided with ribs # 5 for better heat transfer to the cooling water washing the combustion chamber, which flows through the extensions 40 of the pump 39. The regulation of the supply of fuel from the evaporation chamber to the combustion chamber can occur in a similar way as described with reference to FIG. 1-3, 7, 13 and 14. In the embodiment of FIG. 11 and 12, the combustion chamber 3, in the form of an intermediate part, is located between the parts of the pump casing 46 and 47, with pipe 48 running across this intermediate part, through which the pump shaft 39 passes. Another pipe 49 is located around pipe 48; over the gap between them, water flows from the inlet J & pomp to her. On the inner side of chamber 3 there is a perforated wall 51 with openings 52, on the inner side of which a catalyst is mounted. The space between the latter and the tube 49 is filled with porous refractory material 55, in which a series of perforated tubes 54 are laid to supply the air required for burning; some of these tubes are connected to the outside air by their lower ends and all at the upper end are connected to a common chamber 55. A warm air tube, which ends under the evaporator chamber, or is otherwise used to heat the latter, can come out of this chamber. The fuel vapors leaving the evaporation chamber pass into the gap directly inside chamber 3 and then come through the perforated walls 5 / into contact with the catalyst, as a result of which combustion is obtained. The pipe 49 is provided with ribs on both sides. The combination of a heater with a pump is particularly advantageous, as this can be further reduced weight, and

also, the cost of manufacturing an aggregate, compared with the total weight or the full price of the pump and heater, when they are performed separately, and the installation is also simplified and the need for weight is reduced, which is of great practical importance.

A burning chamber 3 equipped with cooling pipes for water (Figs. 13 and 14), when burning during driving is not used, can be used to exchange heat by heating air flowing through the cooling water that goes into the crew for heating. For this purpose, a funnel 56 is attached to the chamber, which is located directly behind the fan 57 to trap air, so that part of the backward-directed airflow is caught by the funnel and sent to chamber 3 to be heated with warm through pipes .56 for cooling water and then to be directed to the crew to heat it. Such a device can also be installed on airplanes, for which it also provides great advantages.

FIG. 15 to 19 depict improved in comparison with the previous forms of the invention, the improvement being especially envisaged in order to prevent the water formed inside the device by condensation of water vapor, which is produced during combustion, to penetrate into the catalyst and gradually reduce combustion. Further, the improvement follows a more uniform distribution of combustion throughout the catalyst bed in the combustion chamber, as well as reliable evaporation of gasoline and reliable supply of gasoline vapor to the catalyst. In addition, the design and method of operation of the device are improved in general, and modified means are also provided for controlling the supply of gasoline to the gasification chamber and for automatically initiating combustion.

In the embodiments according to FIG. 15-18, the device also consists of a molded bottom part 7, on which a partially gasification chamber 2 is located, partially containing a catalyst combustion chamber 3, and on the bottom part there is a float chamber 4, the float 5 of which serves to regulate by means of a valve 6 located on it upstream to the Float Chamber, a petrol inlet that goes from the connecting fitting 7 located on the top of the float chamber 7. The latter is connected by pipeline with the petrol tank of the car, and gasoline or The battery flows into the float chamber when the gas tank is located higher than it, or it can also be pumped into the float chamber with a small electromagnetic diaphragm pump, the pump driving device can receive current from a normal battery on the vehicle and the current can automatically turn on when the combustion starts. The float chamber communicates through a channel 8, provided with an adjustment valve 59, with a centrally located chamber 60 in the bottom part 7, the latter around this thermal insulation chamber equipped with a casing 6L The wall of the chamber 60 is designed as a protruding upstairs of the bottom part / concentric clamp 62, which, both on the inside and on the outside, is threaded. A ring 63 is screwed into the fitting, holding the perforated cylinder 64. Outside, the ring 62 is screwed with a groove and supporting a perforated cylinder 66, which is located a short distance around the perforated rigid cylinder 64, on the one hand and a little more distance on the other side the last cylinder 67 surrounding the net or the like. Between the cylinders 66 and 67, there is a distance ring 68 screwed together with the ring 65 and a distance ring 69 at the top, with which the cylinders grasping at the top A ring with a groove 70, with a plate 77 fixed on it, covering all cylinders and bounding chamber 2 from above. The space between cylinders 66 and 67 is filled with asbestos or another porous or fibrous refractory material 72, on which a suitable catalyst is applied, such as, for example, platinum sponge or suitable platinum salt. Palladium salts, etc., can also be used as a catalyst, and such can be placed in a wire mesh embedded in refractory material 72. In all cases, the catalyst must be located completely on the outer side of the material 72 or at least near it, i.e., tightly to or on the outer cylinder 67. An electrical heating element is embedded in the material 72, which is divided into two spirals 73 and 74, one of which is located near the outside, and the other near the inside of the material 72. In the gap between the perforated cylinders 64 and 66, in the evaporation chamber surrounded by the combustion chamber, the guide sheets 75 are located.

On the lower base 7, at a certain distance around the ring 65, a ring 76 is screwed, on which, on the one hand, the outer casing 77, having a proper cylindrical shape, is fastened, and on the other hand, at a certain distance inwards, a wavy wall 78 is fastened, attached at the top to the casing 77, so that with them and the wall 7S a space is formed in which the cooling water to be heated circulates, the inlet and outlet fittings 79, 80 are circulated, by which the device is connected to the circulating network, are fixed to the casing 77 its upper and lower parts. Wall 78 has in its upper part a deep circular depression 57, above which plate 82 is attached, forming a roof above the combustion chamber. Between the wall 78 and the plate 82 there is a narrow slot for the exit of gaseous products of combustion, for which further exit in the side wall of the casing 77 are provided, outlet holes 83 located above the plate 82. In its upper part the casing is provided with a cover 84 in which additional holes can be located . In the opening 7, between the rings 65 and 76, there are holes 89 for admitting air into the combustion chamber 5.

Electric heating element 73, 74 is switched on the circuit through two

contact 85 (fig. 18), of which at least one must be mounted on a bimetallic plate and which is in common with contact organs and a small electric heating element (6 is installed in a sealed glass tube 87 attached externally to the casing 77. Small Auxiliary element 86 is connected to the circuit via spring contact 90 and a bimetallic contact device 88 mounted in a sleeve installed in a water chamber.

Before leaving the car, for example, in a cold garage or in an open area, it is necessary to open the tap 59 as soon as the cooling water temperature drops below a certain limit (approximately 15 °); then the contacts 88 are closed and the heating element 86 is thus turned on. Thanks to the ongoing heating of the bimetallic contact device 85, the heating elements 73, 74 are turned on to start the catalytic burning. The internal helix resistance 74 achieves the warming of the evaporation chamber 2, in which the suction material can be found, so that the gasoline evaporates here, and the external helical resistance 73 helps to warm the catalyst part to the temperature required for the combustion process to start. The resulting gasoline vapors penetrate through the porous material 72 and, in contact with the heated catalyst, burn there without a flame with air entering through the holes 89. The temperature rise caused by the combustion causes the sensitive contact device 88 to turn off the small heating element, and the bimetallic contact device cools which is included in the network. The device enters into a normal action, which continues until the gasoline supply in the tank is exhausted or until the valve is closed 59.

During normal operation of the device, the evaporation chamber is heated by direct

supplying heat from the combustion zone, as well as by reflecting heat from the plate 82 heated by the rising exhaust gases. On the way out, after the combustion chamber, gasoline vapors tend to be unevenly distributed, to prevent this, guide plates 75 serve, which tend to ensure the most uniform distribution of gasoline vapors over the entire catalyst bed. The heat obtained during catalytic combustion is dissipated partially directly into the wavy wall nearest to the combustion zone, which has a large area for radiant heat, as well as for the heat of combustion products rising along this wall, which also affect the cavity 81, and finally part of their heat is given to plate 82, which, in turn, reflects most of the heat supplied down to the evaporation chamber 2, so that a significant percentage of the heat produced during combustion is useful. A thin, water-cooled wall 78 provides a very good cooling for combustible gases, which for the most part consist of water vapor and, therefore, tend to condense on the wall cooled by water. The device here, however, is such that condensation water cannot accumulate or collect or penetrate to the catalyst in order to reduce the intensity of combustion. Water that has condensed on the cold wall 78 flows down it, without forming drops. In this way, water flows from the lower part of the combustion chamber without disturbing the operation. Through the condensation of water on the cold wall, the heat of evaporation of the water is also removed and used, which increases the efficiency of the device.

Shown in FIG. 19, the form of execution differs from the previous adjustment of the flow of gasoline, since the float disappears and the flow of gasoline to the evaporation chamber is controlled by a thermostatically controlled drip valve. In view of this, a lid 91 is mounted on the lid 84 and connected to the gasoline line from the gasoline tank.

In the valve body there is a filter washer 92 carrying the valve needle 93 with the tip pointing down, which works in conjunction with a nozzle 94 resting on a bimetallic membrane 95 fixed in the jacket 96 enclosing the entire valve to which the tube 97 adjoins the evaporation chamber. The crane 9 / can be installed so that it can be opened by means of an electromagnet, which is simultaneously turned on by the heating element 73, 74. The same electromagnet can be used to turn on the diaphragm pump for pumping gasoline to the heating device. As the temperature rises, the bimetallic membrane raises the nozzle 94 so that the flow of gasoline automatically decreases. The initial installation can be achieved by adjusting the valve needle or the nozzle relative to the bimetallic membrane.

The embodiment of FIG. 19 provides in the space between the wall 78 and the cylinder 67 a barrier plate 98, contributing to a more efficient and uniform combustion. This plate not only shields the cold wall 78 from the catalyst or from the combustion zone, where the cold combustion air enters, but also forces the ascending air to come into closer contact with the catalyst layer, thereby increasing the burning rate. Adjusting the access of fresh combustion air is accomplished by means of a rotating ring 99 provided with openings which, by rotating the ring, can block the inlet openings 89 in the base 7.

The subject of the patent.

Claims (6)

1. A catalytic heater for cooling water of an internal combustion engine, in which liquid fuel coming from the float chamber is pre-gasified in a special chamber and then flamelessly burned with a catalyst in another chamber, characterized in that the combustion chamber 3 encloses the cooling water inlet pipe 20, 49, branched, for example, in the form of a bundle of parallel tubes, or is itself fully or partially included in the cooling water extension 40, the catalyst / b, 42, 52 in the combustion chamber 5 being isolated from the walls of the chamber washed by cooling water and protected from too free access of air by means of porous, heat accumulating, refractory material 18, 43, 53, for example, infusorna earth, asbestos, etc. (Fig. 3.9-12, 13, 14) . 2. An embodiment of the device according to claim 1, characterized in that the combustion chamber 5 is mounted together with a circulation pump 39 for cooling water, so that the combustion chamber is fixed in the pump inlet extension 40 or is located, as an intermediate piece, between both halves of the pump casing 46, 47, in which the pump axis rests (Fig. 9-12). 3. The form of implementation of the device according to claims. 1 and 2, characterized by using an exhaust pipe 26 with openings for air heated in the combustion chamber 5 for the purpose of heating the gasification chamber 2 (Fig. 1-3). 4. The form of implementation of the device according to claims. 1, 3, characterized in that the regulator 27 in the gasoline pipeline 72 is mechanically connected by a similar regulator 28 intended to regulate the supply of warm air to the heating cavity of the gasification chamber 2 (Figures 1 to 3 and 7). 5. The form of the implementation of the device according to claims. 1, 3, 4, characterized in that, adjacent to the catalyst, for example, in the heat storage material J8, electric heating elements 7P, which in a known manner serve to heat the catalyst to the temperature required for burning, are directed to the current source supplying them 38 (e.g., to a battery batarze) through a relay 37, which, after a certain time after switching on, is automatically turned off, which relay is connected to a handle control board 34 located on it, designed to regulate the fuel supply th to the combustion chamber 3 (FIG. 8, 13, 14). 6. Forgoa implement fixtures on PP. 1 and 2, characterized in that, in the combustion chamber installed in expansion 40, an axial perforated tube 4J adjacent to the gasification chamber 2 is placed around which there is a wire treated 42 with a catalytically active material (for example, a spongy plate), as well as a filling gap Between it and the inner wall of the chamber 3 there is a porous heat-accumulating material 43 through which the perforated tubes open to the outside pass to supply the necessary air for burning (Figs 9 and 10). /about . one -. sRig.Z 4 °° -j °° f :: / b -7g. l 26 sgzig.e but .Figm Stf S / Fig.12 39 li & -3, S9 ig.15  Fig.12 / 73 7 -  B6 5 ev ). F1IG.17 79 -76