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WO1996017164A1 - Appareil de vaporisation de carburant - Google Patents

Appareil de vaporisation de carburant Download PDF

Info

Publication number
WO1996017164A1
WO1996017164A1 PCT/AU1995/000534 AU9500534W WO9617164A1 WO 1996017164 A1 WO1996017164 A1 WO 1996017164A1 AU 9500534 W AU9500534 W AU 9500534W WO 9617164 A1 WO9617164 A1 WO 9617164A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
chamber
elongated pipe
baffle
vapourisation
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.)
Ceased
Application number
PCT/AU1995/000534
Other languages
English (en)
Inventor
Alan Fraser Simpson
Graeme George Hearn
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.)
Individual
Original Assignee
Individual
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 Individual filed Critical Individual
Priority to AU33343/95A priority Critical patent/AU683407B2/en
Publication of WO1996017164A1 publication Critical patent/WO1996017164A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

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
    • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
    • F02M29/14—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture re-atomising or homogenising being effected by unevenness of internal surfaces of mixture intake
    • 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
    • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
    • F02M29/04—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having screens, gratings, baffles or the like
    • 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
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/18—Other apparatus for heating fuel to vaporise fuel
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to an apparatus for improving fuel vaporisation. More
  • the present invention relates to an apparatus for improving fuel vaporisation for such fuels as petrol, alcohol, LPG and the like.
  • French Patent number FR,A,2053750 discloses the feature of a pipe from the manifold to a fuel system in an internal combustion engine where there is a central fuel draining system. However, this fuel draining system relates to a carburettor over flow device to compensate for excess fuel which is redirected back into the venturi.
  • German Patent specification DE,A,2551901 discloses a pipe extending from the manifold to a fuel metering system where there is a central member 7 which drains the fuel. This German patent refers to a drain pipe which heats the petrol by discharging the fuel onto a hot valve.
  • Japanese Patent application number JP,A,62- 107259 discloses an air bypass pipe near the intake port of an intake pipe.
  • a communication pipe joins the intake pipe to a fuel mixer and also provides a fuel liquid film catching member. This Japanese document refers to an excess fuel drain off pipe.
  • US Patent number 4132207 discloses a vehicle fuel injection system.
  • the patent specification shows a tube from the discharge opening passing exteriorly of the mixing manifold wherein the tube has at its middle portion a housing chamber which draws the fuel and vaporises the fuel and then reintroduces the fuel via a pipe back into the fuel system.
  • the prior art does not seek to remove impurities from the fuel.
  • the prior art either attempts to only drain the fuel into a bypass pipe and heat or pressurise the fuel, and then reintroduce the heated or pressurised fuel back into the fuel line with impurities.
  • the prior art also does not seek to provide a dry vapour mixture of fuel to the engine's manifold system for distribution to the engine cylinders with minimal impurities.
  • a fuel vapourisation apparatus for an engine having a manifold and a fuel metering device characterised by including a chamber connected between the fuel metering device and the manifold, which chamber includes an inlet, an outlet and at least one baffle therein which baffle is pervious to air/fuel mixture, wherein the chamber further includes a drain means for removing unvapourised fuel and impurities therefrom.
  • the chamber includes at least two baffles, each baffle having at least one aperture formed therein and dividing the chamber into at least three sections.
  • the chamber has four sections therein.
  • the elongated pipe is preferably arranged so as to force fuel vapour to undergo at least one direction change preferably as a plurality of direction changes and also the elongated pipe preferably has a length in the range of 600 to 1500 mm and more preferably about 1000mm.
  • the elongated pipe is annular in shape and has a ribbed internal surface, either circumferentially, longitudinally, helically (either left or right handed) or any combination thereof.
  • Figure 1 is a schematic view of a fuel vaporisation apparatus in accordance with the present invention
  • Figure 2 shows an expanded view of an elongated pipe used in the present invention
  • Figure 3 is a cross-sectional view of the elongated pipe as shown in Figure 2;
  • Figure 4 shows the elongated pipe of Figure 2 arranged in a first configuration to cause fuel vapour to undergo directional changes
  • Figure 5 shows the elongated pipe of Figure 2 arranged in a second configuration to cause fuel vapour to undergo directional changes
  • Figure 6 is a perspective view of a chamber of the fuel vaporisation apparatus of Figure
  • FIG. 1 there is a shown a fuel vaporisation apparatus 10 for an engine having a manifold 40 and a fuel metering device 50, including an elongated pipe 12, having a first end 14 and a second end 16.
  • a chamber 52 is connected to the first end 14 of the elongated pipe 12.
  • the elongated pipe 12 is preferably looped.
  • the chamber 52 is then connected to a short delivery hose 75.
  • the hose 75 is then connected to an inlet butterfly valve 73 which is in turn connected to the manifold 40.
  • the chamber 52 includes a pair of draining pipes 76 which end in a holding tank 78.
  • FIG. 2 there is shown an expanded view of the elongated pipe 12.
  • a plate 20 is provided at the second end 16.
  • the plate 20 has 4 holes 22 provided therein to allow connection to the engine's fuel metering device 50.
  • the plate 20 further has an aperture
  • the aperture 23 is of a similar size to the fuel metering device's outlet.
  • the holes 22 and the plate 20 allow a convenient means for the elongated pipe 12 to be screwed or bo ed to the engine's fuel metering device 50.
  • the fuel metering device 50 can be of any known type which supply a fuel/air mixture, such as a carburettor or fuel injection. Because of the accurate control afforded by fuel injection, it is preferred that the fuel metering device 50 is of the fuel injection type. 5
  • the elongated pipe 12 may be of a larger diameter than the outlet of the fuel metering device, thereby allowing increased vapourisation of fuel entering the elongated pipe 12.
  • the elongated pipe 12 has sufficient length to allow an extended period of time for vaporised fuel to separate from the unvapourised fuel and impurities.
  • the elongated pipe 12 preferably has a length from 600 to 1500 mm.
  • the elongated pipe 12 is most preferably
  • FIG. 3 there is shown a cross section of an elongated pipe 12.
  • Ribs 24 are provided on an internal surface 26 of the elongated pipe 12.
  • the ribs 24 may extend circumferentially around the elongated pipe 12, or may extend longitudinally along the elongated pipe 12, or may extend helically along the elongated pipe 12, or any combination thereof.
  • the ribs 24 may be male or female, that is they may project from the internal surface 26 or they may be recessed into the internal surface 26.
  • the elongated pipe 12 causes fuel/air mixture to undergo directional changes.
  • Figures 4 and 5 show two alternate arrangements of the elongated pipe 12 which provide 0 directional changes in fuel vapour.
  • the elongated pipe 12 is looped at 25 so as to require the fuel/air mixture to undergo a plurality of changes of direction. It should be appreciated that more than one loop may be provided in the elongated pipe 12.
  • the elongated pipe 12 is shown in a configuration having a plurality of S bends 27, which again forces the fuel/air mixture to undergo a plurality of changes of 5 direction. It should be appreciated that combinations of the arrangement shown in Figures 4 and 5 may be adopted, as may any other suitable arrangement.
  • Shown in Figure 6 is a chamber 52 having a first end 54, a top 55, a second end 56 and a bottom 57.
  • the first end 54 has an aperture 58 formed therein.
  • the second end 56 has an aperture 60 formed therein.
  • the apertures 58 and 60 are formed below the centre of the first end 54 and the second end 56, respectively.
  • the chamber 52 is closed in use.
  • the bottom 57 is cambered as shown in Figure 6.
  • baffles 62, 64 and 66 are provided in the chamber 52.
  • the baffles 62,64 and 66 are 5 disposed parallel to the ends 54 and 56 and are approximately equidistantly spaced therebetween.
  • the baffles 62, 64 and 66 each have at least one aperture 68 formed therein.
  • the baffles 62 and 66 each have two apertures 68 formed therein while the baffle 64 has a single aperture 68.
  • An aperture 68 is disposed centrally and close to the bottom 57 in the baffle 64. Further, two apertures 68 are disposed off-centre and close to the top
  • baffles 62, 64 and 66 extend across the width of the chamber 52, however the baffles 62, 64 and 66 extend to the full height of the chamber 52, a gap 70 is formed between each of the baffles 62, 64 and 66 and one side of the bottom 57 of the chamber 52 and similarly a gap 72 is formed between each of the baffles 62, 64 and 66 and the bottom 57 5 of the opposite side of the chamber 52.
  • a draining means 74 is further provided, comprising a pair of draining pipes 76 attached to the bottom 57 of the chamber 52 adjacent the second end 56 on opposing sides thereof.
  • the draining pipes 76 drain to a holding tank 78 via a pipe 77, optionally utilising a pump or the engine vacuum by means not shown.
  • the chamber 52 is mounted in an 0 inclined manner such that the chamber 52 slopes downwardly towards the second end 56. In use, unvapourised fuel within the chamber 52 is displaced towards the second end 56 under the influence of gravity.
  • the cambered bottom 57 ensures unvapourised fuel and impurities will collect where the drain pipes 76 can remove the unvapourised fuel and impurities from the chamber 52.
  • the gaps 70 and 72 between the baffles 62,64 and 66 5 and the bottom 57 provide a mechanism for unvapourised fuel and impurities caught between the baffles 62 and 64, or between the baffles 64 and 66 or between the baffle 66 and the first end 54 to drain to the draining means 74.
  • the first end 14 of the elongated pipe 12 is attached to the chamber 52 and the second end 16 is attached, by the plate 20, to the fuel metering device of the engine. Since the elongated pipe 12 is of a substantial length in the range of 600 to 1500 mm, more time is provided for unvapourised fuel in the fuel/air mixture to vapourise.
  • unvapourised fuel has an increased surface area in which to vapourise.
  • the elongated pipe 12 has an arrangement such as that shown in Figures 4 or 5 to require the air and fuel mixture to undergo a plurality of directional changes. As the fuel/air mixture undergoes a directional change there is an increase in the turbulence therein so that the vapourisation of unvapourised fuel droplets will be enhanced.
  • the chamber 52 is connected to the engine's manifold and the elongated pipe 12.
  • the second end 14 of the elongated pipe 12 is attached to the second end 56 such that fuel and air from the elongated pipe 12 enter through the aperture 60.
  • the manifold inlet butterfly valve 73 is attached to the second end 54 via a short hose 75 such that fuel/air mixture is drawn through the aperture 58 into the manifold 40.
  • the baffles 62,64 and 66 create turbulence within the chamber 52.
  • fuel/air mixture enters the chamber 52 through the aperture 60, it is deflected by the baffle 62 and circulates in the region of the chamber 52 between the end 56 and the baffle 62 before being drawn through the apertures 68 in the baffle 62.
  • the fuel/air mixture then circulates between the baffles 62 and 64 before being drawn through the aperture 68 in the baffle 64.
  • the fuel/air mixture is caused to circulate between the baffle 64 and 66 before passing through the apertures 68 in the baffle 66.
  • the air and fuel again circulates between the baffle 66 and the first end 54 before being drawn through the aperture 58 into the hose 75 and then through to the inlet manifold butterfly valve 73 of the engine.
  • the baffle 64 has only a single aperture 68, again offset from the apertures 68 in the baffle 62 to further promote vapourisation.
  • the baffles 66 has two apertures 68 formed therein which are offset from the aperture 68 in the baffle 64 to again facilitate vapourisation.
  • the apertures 68 in the baffle 66 are offset from the aperture 58 to provide further vapourisation. A significant proportion of unvapourised fuel and impurities which enters the chamber 52 through the aperture 60 will initially impact the baffle 62 .
  • any residual, entrained unvapourised fuel and impurities will tend to impact either the baffle 64, the baffle 66 or the first end 54.
  • the unvapourised fuel and impurities As the unvapourised fuel and impurities is deposited on one of the baffles 62,64 and 66, or the first end 54 it will run down the respective baffle or the end 54 and collect on the bottom 57.
  • the coUected material runs to the draining means 74 under the influence of gravity because of the incline of the bottom 57. Any unvapourised fuel which reaches the draining means 74 is likely to have a high degree of contaminants and therefore not be a useful contributor to combustion.
  • baffles 62,64 and 66 may be formed of a porous material to allow unvapourised fuel to be absorbed therein. A porous material may have to be periodically cleaned and/or replaced.
  • the fuel vaporisation apparatus 10 of the present invention may be earthed to prevent build up of static electricity. There may also be a number of flame arresters between the elongated pipe 12, chamber 52 and the short hose 75.
  • the fuel vaporisation apparatus of the present invention produces a continuous dry, vapour mixture under all conditions, e.g. cold start, idle, cruise and full load and is reliable since there are no moving parts.
  • the fuel vaporisation apparatus provides vaporisation of fuel without heating the fuel mixture or using fuel additives.
  • a sample of exhaust emissions were taken from a 1968 6 cylinder Holden engine during dynamometer testing.
  • the first sample (A) was taken with the engine fitted with a fuel vaporisation apparatus fitted in accordance with the present invention.
  • the second comparison sample (B) was taken from the same vehicle under similar conditions without the vaporisation apparatus fitted.
  • the fuel vaporising system was fitted to a second test engine with an improved fuel metering device, (constant vacuum carburettor) and a catalytic converter fitted.
  • the exhaust emissions were again analysed by the W.A. Government Chemistry Centre with the following verified results.

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  • 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

Appareil de vaporisation de carburant destiné à un moteur équipé d'un collecteur et d'un dispositif de dosage du carburant, comprenant une chambre (52) raccordée entre le dispositif de dosage du carburant et le collecteur, laquelle chambre (52) comporte au moins une cloison (62) ainsi qu'un dispositif (74) de vidange ou d'évacuation du carburant non vaporisé et des impuretés. La chambre (52) comporte de préférence au moins deux cloisons (62, 64, 66) percées chacune d'au moins un orifice (68), lesquelles cloisons divisent la chambre en au moins trois parties. Un tuyau allongé relie l'appareil au dispositif de dosage du carburant. Ce tuyau peut avoir des nervures internes favorisant la vaporisation du carburant et la séparation du carburant non vaporisé et des impuretés. De préférence, ce tuyau change de direction au moins une fois. En outre, ce changement de direction a de préférence une forme de boucle ou de S.
PCT/AU1995/000534 1994-11-25 1995-08-25 Appareil de vaporisation de carburant Ceased WO1996017164A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
AU33343/95A AU683407B2 (en) 1994-11-25 1995-08-25 Fuel vaporisation apparatus

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPM9678 1994-11-25
AUPM9678A AUPM967894A0 (en) 1994-11-25 1994-11-25 Fuel vapourisation apparatus

Publications (1)

Publication Number Publication Date
WO1996017164A1 true WO1996017164A1 (fr) 1996-06-06

Family

ID=3784188

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU1995/000534 Ceased WO1996017164A1 (fr) 1994-11-25 1995-08-25 Appareil de vaporisation de carburant

Country Status (2)

Country Link
AU (1) AUPM967894A0 (fr)
WO (1) WO1996017164A1 (fr)

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1473349A (en) * 1921-04-01 1923-11-06 Kach Robert Gas mixer
US4132207A (en) * 1976-05-28 1979-01-02 Pettengill Ned H Vehicle fuel injection system
WO1983000361A1 (fr) * 1981-07-27 1983-02-03 Purser, Ben, D. Appareil et procede de preparation d'un melange d'un carburant liquide combustible et d'air

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US1473349A (en) * 1921-04-01 1923-11-06 Kach Robert Gas mixer
US4132207A (en) * 1976-05-28 1979-01-02 Pettengill Ned H Vehicle fuel injection system
WO1983000361A1 (fr) * 1981-07-27 1983-02-03 Purser, Ben, D. Appareil et procede de preparation d'un melange d'un carburant liquide combustible et d'air

Also Published As

Publication number Publication date
AUPM967894A0 (en) 1994-12-22

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