FUEL VAPORIZATION AND INJECTION SYSTEM

Abstract: A fuel vaporization and injection system applicable for use on gasoline and diesel powered internal combustion engines, turbo-jet engines and boilers or furnaces. The system utilizes both heat and pressure and employs an engine driven pump (20) to receive fuel from a storage tank (26). The fuel (28) pressurized by the pump (20) enters a heater (22) having an electrical heating element (34) inside that elevates the temperature of the pressurized fuel. An injector nozzle or valve (24) receives the pressurized and heated fuel and through its integral orifice the heated, pressurized liquid is released and is converted into a vapor by adiabatic expansion. The vaporized fuel is then directed into the combustion chamber of the engine.

Description: FUEL VAPORIZATION AND INJECTION SYSTEM TECHNICAL FIELD The invention pertains in general to liquid fuel vaporization and gasification in internal combustion and turbine engines and more specifically to a fuel vaporization and injection system that uses a pump to pressurize the fuel, an electrical heater within the gas line, to elevate the temperature and a throttling valve or nozzle to release the vaporized fuel into the engine intake. BACKGROUND ART Many attempts have been made to improve combustion and efficiency of fossil fuel consumption systems. As the art is replete with these approaches the can be generally classified into four groups. , The first group uses electrical heaters to vaporize the fuel and are generally located between the fuel pump and the carburetor. Included in this group are the following U.S. patents: PATENT NUMBER INVENTOR ISSUED 4,345,141 Little 17 August 1982 4,367,718 Heine 11 January 1983 4,391,256 Urban 5 July 1983 3,498,523 Hensen 16 August 1983 The second group of prior art takes advantage of the heat dissipated by the internal combustion engine in either the jacket liquid cooling system or the exhaust system. This heat is transferred by heat exchangers to either the intake air or fuel or a combination of both. This approach is disclosed in the following U.S. patents: PATENT NUMBER INVENTOR ISSUED 4,180,036 Wolf 25 December 1979 4,374,383 Adams 23 June 1981 4,345,570 McNeece 24 August 1982 The third group takes advantage of electrical heaters to preheat the fuel and gasify in liquid or vapor form. This disclosure is included in the follow¬ ing U.S. patents: PATENT NUMBER INVENTOR ISSUED 2,625,970 Farrell 20 January 1953 3,817,233 Kihn 18 June 1974 - 4,047,511 Takagi 13 September 1977 Using engine heat derived from jacket cooling with a liquid such as an inhibited water-glycol solution is the fourth method of fuel vaporization used in prior art- This approach is disclosed in the following U.S. patents: PATENT NUMBER INVENTOR ISSUED 3,986,486 Raboisoi 19 October 1976 3,989,019 Brandt et al 2 November 1976 4,356,805 Kler 2 November 1982 DISCLOSURE OF THE INVENTION Prior art has a myriad of complex approaches that have been developed to increase the efficiency of fossil fuel burning devices in both external and internal com- bustion engines. It has been recognized that the greater the vaporization of the liquid fuel in the intake air the greater the combustion efficiency and the cleaner the exhaust gas becomes. Further, the ever increasing cost of fuel is becoming an important factor in the refinement of these engines. It is therefore, the primary object of the invention to provide a method for vaporizing fuel with a simple design that employs a minimum number of uncomplicated components. Prior state of the art devices limited the heating of liquid fuels to a degree where they remained liquid and were only useful for use in a carburetor at atmospheric pressure; this invention elevates the pres¬ sure and temperature of the fuel to the point that when the fuel is released or injected into the ' combustion chamber or charging air, it is totally vaporized into a gas. The invention requires only three major parts: a pump to pressurize the liquid fuel, an electrical resis- tance heater to elevate the temperature of the fuel and a throttling valve or nozzle to release the fuel vapor as required. An important object of the invention is to provide a system that utilizes existing mechanical and electri- cal components for the power source of the heat and pressure to accomplish this function. As an example, the pump may be driven by an engine drive shaft used as a power take-off and the heater is energized by the electrical system already providing the necessary power for controls, combustion and starting. Further, the throttling valve is self directed using process pres¬ sure or direct demand for its operational function. Other methods of pumping fuel into the heating chamber may be used and in stationary situations public utility electrical power may be utilized for both pumping and heat. Another object of the invention allows a diesel engine to add only direct heat to the highly pressurized fuel developed by the injection pump of the engine. Further, in a turbo jet engine the fuel pump is increased in capacity with only a heater and a special throttling valve added. The gasoline internal combustion engine embodiment requires an upgraded pump plus an injector and a heating chamber to complete the improvement. Boilers and related devices would also require a suit¬ able pump, heater and injector. The ultimate object of the instant invention is to change liquid hydrocarbon fuel into a complete vapor. The addition of pressurized liquid fuel elevates the temperature somewhat with the heater developing the final* temperature up to 700° F (357 C) depending on the fuel used, to accomplish this complete change in state from a liquid to a vapor. This invention is also novel in that it uses the intimate contact of the fuel with the heating element in such a manner that one hundred percent of the heat is directly transfered to the fuel, where as prior art imparted only partial energy transfer thru conduction from an external heat source. These and other objects and advantages of the present invention will become apparent from the sub¬ sequent detailed description of the preferred embodiment and the claims taken in conjunction with the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS FIGURE 1 is a schematic diagram of an embodiment incorporated into a diesel fueled internal combustion engine illustrating only the components of the engine affected by the invention. FIGURE 2 is a schematic diagram of an embodiment incorporated into a turbo-jet engine illustrating only the components of the engine affected by the invention. FIGURE 3 is a schematic diagram of an embodiment incorporating a natural aspirated hydrocarbon fueled internal combustion engine illustrating only the co - ponents of the engine affected by the invention. FIGURE 4 is a cross sectional view of the diagram of FIGURE 3 taken along lines 4-4. FIGURE 5 is a cross sectional view of the diagram of FIGURE 3 taken along lines 5-5. FIGURE 6 is a schematic diagram of an embodiment incorporating a boiler. BEST MODE FOR CARRYING OUT THE INVENTION The best mode for carrying out the invention is presented in terms of the inventions applicability to four power units : gasoline and diesel powered internal combustion engines; a turbo-jet engine and a boiler or furnace. Referring now in detail to the drawings and describing the preferred embodiment, the invention con¬ sists of three major components, a pump 20, a fuel heater 22 and a valve or nozzle 24. FIGURE 1 illustrates an internal combustion engine schematically with only the components affected by the invention depicted. This embodiment is for a diesel fuel driven engine and indicates the fuel storage tank 26 supplying liquid fuel 28 through a fuel delivery line 30 to the pump 20. In this embodiment, the fuel pump 20 is the injector pump utilized by the engine to supply high pressure liquid to the individual cylinders. Categori¬ cally, the pump 20 produces pressures from 800 to 2000 pounds per square inch (54.4 to 136 atmpsheres) thereby elevating the temperature of the liquid fuel 28 signifi- cantly. The pump 20 is, in most instances, a rotary positive displacement type having close tolerances between the contiguous surfaces to produce the required pressures and achieve volumetric efficiency. The pump 20 further is driven by the engine itself usually by the camshaft or other rotary shaft allowing the pressure impulse to be timed with the stroke of the individual engine piston. After the fuel 28 has been pressurized it flows through the fuel delivery line 30 to individual liquid fuel heaters 22 further elevating the temperature so that the liquid fuel when released becomes a gas. The temperature may be as high as 700° F (421° C) . As long as the heated fuel is pressurized most of it remains in the liquid state. Thermostats or other temperature sensing controls may be used to maintain the heater out¬ put at the desired level of intensity. Each liquid fuel heater 22 further contains a body 32 which may be of any shape, etc., having an inlet and outlet connection 38, defining a chamber of a strength to withstand pressures developed by the injector pump 20. A heater element 34 is located within the body 32, in communication with the liquid fuel 28, and consists of a resistance wire such as nickel chromium composition. This wire may be of any configuration, square, round, tubular or any other shape and it may be coiled in spring like fashion or tensionec. longitudinally to allow the proper length for the desired resistance in relation to its diameter. Penetrations 40 through the walls of the heater body 32 allow the heater element 34- to pass through and provide electrical isola- tion therefrom. Insulators 36, shown pictorially in FIGURE 4, isolate the heater element 34 from the body 32 in any suitable manner. These insulators 35 are not shown pictorially in FIGURE 1, however, they are well known in the art. An electrical current is passed through the heating element 34 causing the resistance of the wire to convert the energy to heat. Direct current voltage from the engine system may be utilized or a separate alternating current or direct current generator may be added to the engine. Induction heating, electronic heating (micro¬ wave) , or other sources of heat may also be utilized. Further, the heat source is best if it is immersed in¬ side fluid, but may also be applied outside fluid flow. The valve or nozzle 24 in diesel engine embodiment is integral with and part of the engine itself being the fuel injectors. Each cylinder employs a separate injector 24 and receives the pressurized and heated fuel through the delivery line 30. The liquid fuel 28 is adiabatically expanded by the sudden pressure drop and the resultant effluent is a fuel in a vapor or gas stage. This complete vaporization enables the diesel engine to operate with almost complete combustion and reduces hydrocarbon emissions as- well as increasing power and reducing fuel consumption. A return line 44 to the tank 26 contains a pressure regulator 46. FIGURE' 2 illustrates the embodiment used with a turbo-jet engine. For simplicity, only a basic-gas _ turbine cycle is depicted, this does not limit however, since the embodiment is also applicable to other types such as regeneration systems, intercooling and reheating combustion systems. The fuel tank 26 and fuel delivery line 30 are basically the same as the diesel system and the pump 20 is similar in that it is a rotary positive displacement type having close tolerances between contiguous surfaces to develop pressures of 600-800 psi (41-54 atmospheres) or as required by the system. This pump 20 may be manifolded to serve a plurality of burners 48 however, in FIGURE 2 only one complete system is illustrated. Individual fuel heaters 22 are disposed in the high pressure liquid fuel delivery line 30 leaving the pump 20. These heaters 22 are again similar in nature and construction as previously described in the diesel system, however, pressure may not be as elevated. The valve or nozzle in this embodiment is a throttling valve 24 and acts in response to an external signal providing the engine with the proper amount of fuel to maintain the desired speed upon demand. This valve 24 provides the modulating orifice between the high pressure side of the system and the lower pressure side allowing adiabatic expansion of the fuel to take place. In application, the valve 24 is short coupled to the combustion chamber 50 of the turbo-jet engine allowing the injection of the fuel vapor and mixing of the intake air to take place in that area. The balance of the turbo-jet engine is unaffected by the addition of further components in the invention other than minor accessories to provide functional capabilities of the above described elements. Schematically, the engine further includes the compressor 52 and turbine 54 along with the connecting drive 56. FIGURE 3 illustrates an embodiment of the invention employing an internal combustion piston engine using a hydrocarbon fuel such as gasoline. The same basic elements are utilized. The pump 20 as previously described elevates the pressure of the fuel to a degree which will overcome the pressure created by the vaporiz¬ ing fuel in the heater, allowing a number of different pump types to be used. As an example, the preferred embodiment may use a centri ' fgual type pump with a vane- carrying impeller and a stationary casing. The impeller imparts pressure and kinetic energy to the liquid fuel and the casing guides it to and from the impeller. This pump 20 is driven by the inertial rotation of the inter¬ nal combustion engine and is mechanically coupled to a rotating shaft either by direct linkage or by a combina- tion of belts and pulleys. The pump 20 may also be the rotary positive displacement type as previously described The pressurized fuel 28 is directed through the delivery line 30 and the pump 20 through a ball-type check valve 68 and on to the heater 32. The check valve 68 impedes the back flow of the pressurized fuel after the pump has been deenergized by blocking the flow with a spring loaded ball integral with the valve. One embodiment employs an injector valve 24 that is operated by a servo-motor in response to an electrical signal from a computer allowing the valve to modulate upon direct demand thereby regulating the speed of the engine. Another embodiment not illustrated may employ an electric solenoid type mechanically actuated injector controlled in the same manner as above. It will be noted that the heater element 34 is supported in more than one place by insulators 36 shown in a side view in FIGURE 3 and an end view in FIGURE 4 electrically isolating the element from the body 32. Operation of the heater element 34 is the same as prev¬ ious described. FIGURE 6 illustrates an embodiment utilizing the same tank 26, pump 20 an ' d heater 22 adapted to a boiler or furnace 66. The injector 24 receives the heated and pressurized fuel and is released directly into the fire¬ box of the boiler or furnace where combustion takes place. While the invention has been described in complete detail and pictorially shown in the accompanying draw¬ ings, it is not to be limited to such details, since many changes and modifications may be made to the invention without departing from the spirit and the scope thereof. Hence, it is described to cover any and all modifications and forms which may come within the language and scope of the claims.

Claims: CLAIMS 1. An engine fuel pressurization and heating device in combination with a fuel storage tank, a fuel delivery line and an injection system comprising: a) a fuel pump connected through said delivery line supplying fuel from said storage tank providing pressurization of liquid fuel by elevating the atmospher¬ ic pressure through compression of the liquid within a confined area, b) a liquid fuel heater connected through said, delivery line from said fuel pump receiving pressurized fuel and elevating the fuel temperature, while in the liquid state, by the addition of heat from resistance heaters disposed therein, and c) one or more injectors receiving the pres¬ surized and heated fuel through said delivery line and injecting the fuel into the intake of said engine pro- * ducing complete vaporization changing the liquid hydrocarbon fuel into a gaseous state when mixed with the air in the engine. 2. The invention as recited in claim 1 wherein said fuel pump further comprises a rotary positive displacement type having close tolerances between con¬ tiguous surfaces to achieve volumetric efficiency, said pump further ultimately driven by the rotation of said engine. 3. The invention as recited in claim 1 wherein said fuel pump further comprises a centrifugal type with a vane-carrying impeller and or stationary casing, the impeller imparting pressure and kinetic energy to said fuel with the casing guiding the fuel to and from the impeller, said pump further driven by inertial rotation of said engine mechanically coupled therebetween. 4. The invention as recited in claim 1 further comprising said fuel pump integral with and part of said engine. 5. The invention as recited in claim 1 wherein said liquid fuel heater further comprises : a) a body having an inlet and an outlet defin¬ ing a chamber of a strength to withstand the pressures developed by said pump, c) insulators in said body electrically isolat- ing said heater element from the body, d) connections for said fuel delivery line positioned on each end of said body for receiving pres¬ surized liquid fuel and elevating the temperature while inside said heater, and e) an electrical current passed through said heating element causing resistance converting the electrical energy into heat exchanging this heat into the fuel surrounding the heating element elevating the temperature thereof. 6. The invention as recited in claim 1 wherein said injector is a throttling valve. 7. The invention as recited in claim 1 wherein said injector is integral with and part of said engine. 8. The invention as recited in claim 1 wherein said fuel pump further comprises a rotary positive displacement type having close tolerances between contiguous surfaces to achieve volumetric efficiency, said pump further driven by the initial rotation of said engine mechanically coupled therebetween. 9. The invention as recited in claim 1 wherein said fuel pump further comprises a centrifugal type with a vane^carrying impeller and or stationary casing, the impeller imparting pressure and kinetic energy to said fuel with the casing guiding the fuel to and from the impeller, said pump further driven by inertial rotation of said internal combustion engine mechanically coupled therebetween. 10. The invention as recited in claim 1 wherein said injector further comprises a servo-motor driven valve modulatingly operated in response to a computer electrical signal for volumetric control of said fuel. 11. The invention as recited in claim 1 wherein said injector further comprises an electrical solenoid valve operated in response to a computer electrical signal for volumetric control of said fuel. 12. The invention as recited in claim 1 further comprising a ball check valve positioned between said fuel pump and said liquid fuel heater to impede the back flow of pressurized fuel after the pump is de- energized by blocking the flow with a spring loaded ball. 13. A boiler fuel pressurization and heating device in combination with a fuel storage tank and fuel deliver line comprising: a) a fuel pump connected through said delivery line supplying fuel from said storage tank providing pressurization of liquid fuel by elevating the atmospher¬ ic pressure through compression of the liquid within a confined area, b) a fuel heater receiving said fuel and elevat¬ ing its temperature by the application of electric power to said heater, and c) an injector receiving the pressurized heated fuel through said heater producing vaporization changing the liquid hydrocarbon fuel into a gaseous state when said fuel is released by said injector into the firebox of said boiler.

Inventors: WOODS JOHN T, WOODS MARGARET H, WOODS, JOHN, T., WOODS, MARGARET, H.
Applicants: WOODS JOHN T, WOODS MARGARET H, WOODS, JOHN, T., WOODS, MARGARET, H.
Application year: 1984
Main classification: F02M31
IPC codes: F02B3, F02M31, F02M53, F23K5