Patent Publication Number: US-10309349-B2

Title: Fuel vaporizer system

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation application of U.S. patent application Ser. No. 12/454,822, filed May 22, 2009, patented on Mar. 21, 2017 as U.S. Pat. No. 9,599,073, which is incorporated by reference herein. 
    
    
     FIELD OF THE INVENTION 
     The present invention relates to fuel conditioning systems and more particularly to conditioning systems that vaporize the fuel to achieve enhanced energy recovery. 
     BACKGROUND OF THE INVENTION 
     Consumers have long demanded higher fuel efficiency. One line of technological development to meet this demand has involved changing the structure of the vehicle. Size, shape and offered features impact the miles per gallon. Perhaps the most efficient of vehicles using this line of technology is the motorcycle, which most commonly get about fifty miles to the gallon. 
     Another line of technology focuses on the fuel itself. People have known that liquid fuel does not burn. Vapors around the liquid will burn. In fact, chemists will state that if one could put a lit match into liquid fuel in the absence of vapors, the match will extinguish. In typical vehicles, some believe that only about 18% of the fuel is in vapor form prior to and during ignition in the internal combustion engines. The balance of the fuel is sent out of the vehicle through the exhaust system. The catalytic converter conditions the unconsumed fuel prior to release into the atmosphere. Technology, focusing on conditioning of the fuel, vaporizes a greater percentage of the fuel, thereby gaining an improve energy recovery. 
     Generally, the vaporizing devices use excess energy from the engine. Heat energy can be drawn off the exhaust or cooling system. Some use the excess electrical energy as an energy supply. This energy is transmitted to the fuel usually in one of a few manners. The most popular appear to be mist vaporizers and boilers. 
     Mist vaporizing systems in general terms atomize the fuel into a mist form and apply heat to convert the mist into a vapor. These systems take advantage of the fact that mist, has far greater surface area, making it more readily converted to vapor, than a pool of fuel. Unfortunately these mist vaporizing systems are generally not operational until after the vehicle has warmed, since the atomized fuel tends to pool before heat is abundant and pooling fouls the system. Wasteful adaptation to address the pooling are found in most of these systems. 
     As an example, Covey Jr. (U.S. Pat. No. 5,291,900) discloses a Fuel Vaporizing System. The system has an inner and outer housing with a temperature probe therebetween. Exhaust passes between the inner and outer housings. Atomized fuel is injected into the inner housing. The fuel, mist form, is converted to vapor as it rises through a series of baffles. This system, by its own admission, is not operational until the probe detects a temperature of at least 550 degree F. The waste here is in not being able to use the system until the vehicle has warmed well and the waste is experienced in cold climates and on short trips. 
     Covey Jr. (U.S. Pat. No. 4,368,163) discloses an Apparatus for Vaporizing Fuel for Engine in Conjunction with Carburetor. Atomized fuel is sprayed at a conduit containing exhaust. The conduit, a heat exchanger, causes the mist to vaporize. Any mist that fails to vaporize pools in a well and is drained back into the fuel line. This invention is wasteful in requiring additional apparatus to merge two streams of fuel and having lower vapor production in cold climates and on short trips. 
     A boiler system may be used to evaporate fuel from a pool of liquid fuel. This has the advantage of being useable before the exhaust or cooling systems are fully heated. However, boilers are inefficient and have lower vapor production in that they do not take advantage of the well accepted atomizer technology, which greatly increases the surface area of the fuel and eases the conversion liquid fuel to vapor. 
     For example, Lahti et al. (U.S. Pat. No. 6,415,775) discloses a Preheat Fuel Delivery System. This system directs air through a bubbler tank. Vapors are collected above the pool of fuel. Advantageously, this system will work when fuel pools. Unfortunately, the surface area from which the fuel may vaporize is greatly reduced from the surface area that would be present should the fuel be heated from a mist form. This system compensates for low vapor production, routing exhaust into the bubbler, which unfortunately mixes carbon dioxide (not oxygen) with the vaporized fuel. 
     Cook (U.S. Pat. No. 5,746,188) discloses another example of a boiler system entitled Apparatus for Supplying Fuel to an Internal Combustion Engine. Liquid fuel is injected into the interior of the housing. The liquid fuel passes through openings in the baffles gathering heat and eventually vaporizing prior to exiting the housing. Advantageously, this system will work when fuel pools. Unfortunately, the surface area from which the fuel may vaporize is greatly reduced from the surface area that would be present should the fuel be heated from a mist form, yielding lower vapor production. 
     What is needed is a fuel vaporization system that vaporizes fuel while in a mist form and yet will also vaporize, e.g., boil, fuel while in a pooled form. The system should avoid the waste attendant with evacuating or avoiding pooled fuel and likewise should capture the higher vapor production attainable when vaporizing fuel in a mist form. Desirably, the components are minimal and are used both for vaporizing the mist and boiling the fuel pools. 
     SUMMARY OF THE INVENTION 
     The present invention is a fuel vaporization system that vaporizes fuel while in a mist form and simultaneously vaporizes, e.g., boils, fuel while in a pooled form. The system avoids the waste attendant with evacuating or avoiding pooled fuel and likewise has the higher vapor production attainable the vaporizing fuel in a mist form. The components are minimal and are used both for vaporizing the mist and boiling the fuel pools, e.g. the systems are integrated. 
     In one mode, the fuel vaporizer may include a housing joined to baffles. Conduit is in thermal communication with exhaust and is in thermal communication with fuel in a mist form. The conduit may also be in thermal communication with the baffles. The baffles are in thermal communication with the housing. The baffles and housing contain and are, at least optionally, in thermal communication with a pool of fuel. 
     In another mode, the fuel vaporizer may include a housing. Conduit extends through the housing. At least one turbulator may be joined to the conduit. 
     Advantageously, the present invention combines the technologies of mist vaporizers and boilers in a single simplified unit. 
     As yet another advantage, the present invention simultaneously vaporizes fuel in a mist form and in a pooled liquid form. 
     As still yet another advantage, the present invention includes a turbulator to cause turbulence in the exhaust passing through the conduit, increasing thermal transfer from the exhaust to the conduit. 
     Further, the present invention uses the same conduit to transfer heat energy to a boiler and to fuel in a mist form. 
     Also as an advantage, the present invention utilizes a housing and baffles to define a fuel passageway and to define a boiler to contain fuel and vaporize fuel in a liquid form. 
     These and other advantages will become apparent from reading the below description of the preferred embodiment with reference to the appended drawings. 
    
    
     
       DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic drawing of the exhaust system; 
         FIG. 2  is a schematic drawing of the fuel system; 
         FIG. 3  is a top view of the throttle; 
         FIG. 4  is a side view of the throttle; 
         FIG. 5  is a side view of the vaporizer; 
         FIG. 6  is a sectional view taken along the lines  6 - 6  of  FIG. 5 ; 
         FIG. 7  is a end view of the central portion of the vaporizer taken along the lines  7 - 7  of  FIG. 5 , showing the conduit and turbulators; 
         FIG. 8  is a side view of a turbulator; 
         FIG. 9  is a perspective view of adjacent baffles with the conduit removed; and 
         FIG. 10  is a perspective view of adjacent baffles with the conduit shown in partial phantom. 
     
    
    
     The Figures are selected to fully and completely demonstrate the preferred embodiment of the present invention and are not selected to show all conceivable modifications that would fall within the scope of the claims. 
     DETAILED DESCRIPTION 
     The present invention  10  thermally joins an exhaust system  12  and fuel system  14  in a vaporizer  16 , forming a mist evaporator  18  and a boiler  20 , the boiler  20  being integrated, e.g., using the same parts, with the mist vaporizer  18 . The mist evaporator  18  and boiler  20  provide a synergistic effect most efficiently vaporizing fuel  22  to obtain an improved level of vaporization of the fuel  22  prior to entry into an internal combustion engine  24 , hereinafter engine. The exhaust system  12  and fuel system  14  will be separately described, culminating in a description of the mist evaporator  18  and boiler  20 . 
     Exhaust System 
       FIG. 1  is a schematic drawing of an overview of the exhaust system  12 . The engine  24 , which produces exhaust  30 , is joined to one or more exhaust outlets  32 , which in turn is/are joined to the exhaust line  34 . The exhaust line  34  extends from the engine  24  to the exhaust exit  38 . Mid-length, the exhaust line  34  preferably joins to an exhaust valve  36 . The exhaust valve  36  directs a portion of the exhaust  30  through a exhaust passageway  40  and directs the balance of the exhaust  30  through a recycling passageway  48 , which will be described further below. 
     The sealed exhaust passageway  40 , leading from the engine  24  to the exhaust exit  38  and to the atmosphere, is defined by exhaust outlets  32 , exhaust line  34 , exhaust valve  36 , catalytic converter  42 , muffler  44  and exit  38 . The exhaust outlets  32  of the engine  24  are joined to the exhaust line  34  at an upstream end  46 . The exhaust line  34  may be in various segments and be joined to the exhaust valve  36 , catalytic converter  42 , muffler  44  and exit  38 . Exhaust  30  from the engine  24  is in flowable communication, through the exhaust passageway  40 , with the atmosphere. Preferably, all the exhaust  30  from the engine  24  is ultimately in flowable communication, through the exhaust valve  36 , with a catalytic converter  42 , muffler  44  and the exhaust exit  38 , although some exhaust  30  may flow through the exhaust valve  36  and recycling passageway  48  prior to the catalytic converter  42 , muffler  44  and exhaust exit  38 . 
     The recycling passageway  48  is joined to the exhaust passageway  40  such that exhaust  30  in the engine  24  is in flowable communication through the conduit  50  prior to the exhaust exit  38 . Recycling passageway  48  may be defined by the exhaust valve  36 , first recycling line  52 , exhaust inlet  54 , exhaust inlet chamber  56 , conduit  50 , exhaust outlet chamber  58 , exhaust outlet  60  and second exhaust recycling line  62 . The recycling passageway  48  extends from the exhaust valve  36 , through the conduit  50 , which may be in the vaporizer  16 , and back to the exhaust line  34 . Exhaust  30  in the exhaust passageway  40  is, therefore, in flowable communication through the entire recycling passageway  48  and back to the exhaust passageway  40 . 
     The recycling passageway  48  will now be described with specific reference to the components defining the recycling passageway  48 . A first exhaust recycling line  52  joins to the exhaust valve  36  and to the exhaust inlet  54  of the vaporizer  16 , such that exhaust  30  from the engine  24  is in flowable communication with the vaporizer  16 . A second exhaust recycling line  62  may join the exhaust outlet  60  of the vaporizer  16  to the exhaust line  34  either downstream or upstream of the exhaust valve  36 , thereby providing a return. The second exhaust recycling line  62  joins to the exhaust outlet  60  and to the exhaust line  34  such that exhaust  30  in the vaporizer  16  (and first exhaust recycling line  52 ) is also in flowable communication with the exhaust line  34 . The vaporizer  16 , and more particularly the housing  64  and baffles  114  define the exhaust inlet chamber  56  and exhaust outlet chamber  58 , which are in flowable communication through the conduit  50 . The exhaust  30  in the vaporizer  16  is desirably not in flowable communication with the fuel  22 . 
     The vaporizer  16 , shown in greater specificity in  FIGS. 5 and 6 , forms a portion of the exhaust recycling passageway  48 .  FIG. 5  shows the exhaust inlet  54 , housing  64  and exhaust outlet  60 . The housing  64  may take any of a variety of shapes sizes and forms. Preferably, the housing  64  is formed of a high thermally conductive material such as copper, aluminum or other material known in the art. The housing  64  may define at least a portion of various chambers  56 ,  58 ,  104 ,  106 ,  108 ,  110 , and  112 , described here and throughout, within the vaporizer  16  ( FIG. 6 ). The exhaust inlet chamber  54  may be approximately 3″ by 5″ by 5″, the exhaust outlet chamber  58  may be 2″ by 5″ by 5″, while the central chamber  102  may be 12″ by 5″ by 5″. The exhaust inlet chamber  56  is sealably joined to and disposed between the exhaust inlet  54  and conduit  50 . The exhaust outlet chamber  58  is sealably joined to and disposed between the conduit  50  and exhaust outlet  60 . The conduit  50  is preferably formed of a high thermally conductive material such as aluminum, copper or other material known in the art. 
     The conduit  50  may be joined to a turbulator  66 ; preferably joined inside the conduit  50 . A turbulator  66  is any mechanism suitable for causing turbulence in the conduit  50  such that the exhaust  30  thermally mixes within the conduit  50 . A suitable turbulator  66  desirably is a piece of flat metal twisted into a spiral, see  FIG. 8 , having a width equivalent to an inside diameter of the conduit  50  as shown in  FIG. 7 . The turbulator  66  may have a length equivalent to the length of the conduit  50  and may be friction fit therein. One skilled in the art can see that alternative forms of turbulators  64  may be designed. In a preferred embodiment, the turbulator  66  is made from ⅛″ aluminum stock, being ¾″ wide by 12″ long, twisted and put into ¾″ aluminum conduit  50 . The turbulators  66  distribute heat and slow down the flow of the exhaust  30 . 
     The recycling lines  52 ,  62  and vaporizer  16  recycle heat energy from the exhaust  30  for use in vaporizing the fuel  22 . The conduit  50 , which defines a portion of the recycling passageway  48  as described above, is in thermal communication with the exhaust  30  and in thermal communication with the fuel  22  whether in a mist or liquid form. The exhaust  30  and fuel  22  are preferably only indirectly in thermal communication with each other via the conduit  50 . That is, the exhaust  30  is contained within the conduit  50 , while the fuel  22  is positioned outside the conduit  50 . 
     In summary, the engine  24  is flowably joined to the exhaust system  12 . The exhaust system  12 , includes the exhaust passageway  40  that joins to the recycling passageway  48  at the exhaust valve  36 . The exhaust valve  36  directs a portion of the exhaust  30  through to continuing portions of the exhaust passageway  40  and directs the balance of the exhaust  30  through the recycling passageway  48 . The recycling passageway  48  provides mechanism for recycling heat energy from the exhaust  30  to the fuel  22 . Exhaust  30  in the recycling passageway  48  is in flowable communication (in and out) with the exhaust passageway  40  and ultimately exits to the atmosphere. 
     Fuel System 
     The fuel system  10  includes a vaporizer  16  that conditions fuel  22  for combustion in the engine  24 . The fuel system  10  may include a fuel tank  70  for fuel storage joined to a fuel line  72 . The fuel line  72  may pass through various components in-line to the internal combustion engine  24 . For instance, the fuel line  72  may join to a fuel filter  74 , a fuel pump  76  and a T-splitter  78 . 
     The T-splitter  78  allows fuel  22  to enter the engine  24 , cylinders thereof, in a traditional manner. A fuel transfer tube  80  may join the T-splitter  78  to a throttle  82 . The throttle  82  may have an inlet  84  joined to a throttle body  88 . A choke  86  may be disposed adjacent the inlet  84  the throttle body  88 . An air passageway  90 , extending from the atmosphere to the throttle body  88 , is therefore cooperatively defined by the inlet  84 , choke  86 , throttle body  88 , allowing air to mix with the fuel  22  in the throttle body  88 . Vapor (air) from the atmosphere is in flowable communication with fuel  22  through the air passageway  90 . A switch disposed inside the passenger area of the vehicle may be used to switch the flow of fuel  22  at the T-splitter  78  to the throttle body  88  or alternatively to the vaporizer  16 , depending upon the needs of power. It has been found that the need for increased power, e.g. vehicle is accelerating or climbing hills, is more efficiently met when the fuel  22  flows through the throttle  82  and cruising is more efficient through the vaporizer  16 . 
     The fuel line  72 , downstream of the T-splitter  78 , may flowably join to a second fuel filter  92 , a flow meter  94  and the vaporizer  16 . The vaporizer  16  may be joined to the internal combustion engine  24 . The fuel tank  70 , fuel line  72 , fuel filter  74 , fuel pump  76 , T-splitter  78 , second fuel filter  88 , flow meter  94 , vaporizer  16  and engine  24  thus define a fuel passageway  96 . Fuel  22  from the tank  70  is in flowable communication through the fuel passageway  96  with the engine  24 . The fuel  22  is combusted in the engine  24 , generating exhaust  30 . 
     The fuel line  72  may be joined to an injector  98  and flowably joined to an atomizer  100 , which in turn are joined to the vaporizer  16 . An atomizer  100  is fine mesh screen sized and adapted to split fuel  22  into a mist when the injector  98  propels fuel  22  against the atomizer  100 . Desirably, the injector  98  and atomizer  100  are positioned adjacent a first chamber  104  of the central portion  102  of the vaporizer  16  such that the fuel  22 , in mist form, may enter into a first chamber  104  of the central portion  102  of the vaporizer  16  above any fuel  22  that may be pooled therein. Most desirably, the injector  98  and atomizer  100  are joined to a throttle body  101 , similar to that described above and otherwise known in the art. The throttle body  101  may allow butterfly valves to open upon depression of the gas peddle to allow air to mix with the misted fuel. The butterfly valves and connection to the gas peddle is technology known in the art. 
     The vaporizer  16  desirably includes baffles  114  which join to the housing  64  to define a plurality of chambers, such as chambers  104 ,  106 ,  108 ,  110  and  112 , each chamber being sized and adapted to hold a pool of fuel  22 . The chambers  104 ,  106 ,  108 ,  110  and  112  are intended to be positioned approximately side-by-side. The baffles  114  are desirably of a highly thermally conductive material such as aluminum, copper or other material known in the art. The baffles  114  may sealably join to the housing  64  about the perimeter of each baffle  114 . Similarly, the baffles  114  may sealably join to the conduit  50 , preventing vapor flow therebetween. The conduit  50  extends through the baffles  114  and chambers  104 ,  106 ,  108 ,  110  and  112 .  FIG. 9  shows the baffles  114  defining apertures  116  in opposing portions  118  of adjacent baffles  114  with the conduit  50  removed for clarity. “Opposing portions”  118  is a relational term between adjacent baffles  114  that is defined such that vapor flowing through the apertures  116  of a first baffle  114  will generally flow through a matrix of conduit  50  to pass through the aperture  116  in the next baffle  114 . The matrix of conduit  50  may include eighteen, more or less, ¾″ by 12″ aluminum tubes. Opposing portions  118  may be diagonal as shown in  FIG. 9 , right and left sides (See  FIG. 10 ), top and bottom or oriented in generally opposite directions of the center.  FIG. 10  is similar to  FIG. 9 , but with the conduit  50  in place such that the tortuous path of vapors is readily apparent. 
     Fuel  22  in the first chamber  104  is in flowable communication with the chambers  100 ,  102 ,  104  and  106  through apertures  116 . Fifth chamber  112 , assuming five chambers are present, is joined to an outlet  120 , which in turn is joined to engine  24 . Fuel  22  in the fifth chamber  112  is in flowable communication with the engine  24 . 
     Mist Evaporator and Boiler 
     From the above description, one skilled in the art will notice that the fuel mist  22  flows through a highly tortuous path. Conversely, fuel  22  that is not well vaporized, e.g. large droplets, will not fully travel the length of the tortuous path and will pool in one of the chambers  104 ,  106 ,  108 ,  110 , or  112 . The baffles  114  with apertures  116  in combination with the housing  64 , which define chambers  104 ,  106 ,  108 ,  110 , and  112 , and conduit  50 , therefore, constitute a mist evaporator  18  converting the fuel  22  in mist form to vapor fuel  22 . The baffles  114  and housing  64  define a portion of the fuel passageway  96  through which fuel  22  in mist form may pass, while the conduit  50  vaporizes the mist. 
     The fuel droplets  22  that are too large for traveling the tortuous path temporarily form a pool in one of the chambers  104 ,  106 ,  108 ,  110 , and  112 . The conduit  50 , baffles  114  and housing  64  are all of highly thermally conductive material and cooperatively form a boiler  20 . The conduit  50  is in thermal communication with the baffles  114 . The baffles  114  are in thermal communication with the housing  64 . The baffles  114  and housing  64  contain and are in thermal communication with a pool of fuel  22 . Heat energy from the conduit  50  is thermally conducted to the baffles  114  and housing  64 , which in turn transfer the heat energy to the fuel  22  causing evaporation. The housing  64 , baffles  114 , and conduit  50  may simultaneously be a mist vaporizer  18  and boiler  20 . That is, the mist vaporizer  18  and boiler  20  are integrated. 
     The conduit  50  aids in converting fuel  22  in mist form into vapor capable of traveling the tortuous path and also adds to the tortuous nature of the fuel passageway  96  inside the vaporizer  16 . The conduit  50 , which may be in thermal communication with the exhaust  30  and may be in thermal communication with the fuel  22  in a mist form, transfers heat energy from the exhaust  30  contained in the conduit  50  to the fuel  22 . Fuel  22  in a mist form may be refined into vapor suitable for traveling the fuel passageway  96 . The conduit  50  transfers heat energy from the exhaust  30  to the baffles  114  and housing  64 , which in turn transfer the heat energy to the fuel  22 , pooled in any of the chamber  104 ,  106 ,  108 ,  110 , and  112 , causing evaporation and making the fuel  22  sufficiently vaporized to travel the fuel passageway  96 . The conduit  50  is preferably arranged in a matrix suitable for enhancing the tortuous nature of the fuel passageway  96 . 
     The number of chambers is one factor that has been found important to the completeness of the vaporization process. When too few chambers are used, pooling of fuel  22  can occur faster than the boiling and the mist does not fully vaporize. Increasing the number of chambers increases the vaporization of the fuel  22  whether in pool or mist form. The preferred number of chambers is five, as shown, given the dimensions of the other components. One skilled in the art can see that altering the other components will impact the preferred number of chambers. Each of the chambers  104 ,  106 ,  108 ,  110 , and  112  preferably define an internal area that is larger than the area contained within the conduit  50 , since the fuel  22 , not the exhaust  30 , expands in volume inside the vaporizer  16 . 
     IN OPERATION 
     The engine  24  combusts fuel  22 , creating exhaust  30 . The exhaust  30  flows out through the exhaust outlet  32  into the exhaust line  34 . Exhaust  30  divides into two portions at the exhaust valve  36 , sending one portion through the recycling passageway  48  and the balance remains in the exhaust passageway  40 . Exhaust  30  in the recycling passageway  48  is moved into the vaporizer  16  and more particularly inside the conduit  50  inside the vaporizer  16 . Heat energy from the exhaust  30  is transferred to the fuel  22  directly and indirectly through the conduit  50  to vaporize the fuel  22 . Thereafter, the exhaust  30  is directed back into the exhaust passageway  40 . Exhaust  30  in the exhaust passageway  40  downstream of the exhaust valve  36  may pass through various conditioning apparatus such as a catalytic converter  42  and muffler  44  prior to being released into the atmosphere. 
     Simultaneously, fuel pump  76  draws and pushes the fuel  22  from the fuel tank  70  into the fuel line  72  and ultimately into the vaporizer  16  and engine  24 . The fuel  22  may be conditioned in the fuel filter  74 , t-splitter  78 , either throttle  88  or alternatively injector  98 , atomizer  100 , and vaporizer  16 . Fuel  22 , passing through the throttle  88  and into the engine  24  does so in a standard manner. The flow of the fuel  22  may be switched away from the throttle  88  and to the vaporizer  16 . 
     When fuel  22  is directed to the vaporizer, the flow meter  94  controls the flow rate of the fuel  22  to the vaporizer  16 . The injector  98  propels fuel  22  at the atomizer  100 , splitting the fuel  22  into a mist form. The mist enters the first chamber  104 , receiving heat energy indirectly from the exhaust  30 . Inside the vaporizer  16 , the liquid fuel  22  from the mist may pool. Fuel  22  in a mist form travels through the matrix of conduit  50  and apertures  116  while being converted to vapor. Fuel  22  in pools is maintained inside one or more of the chambers  104 ,  106 ,  108 ,  110 , and  112 . The liquid fuel  22  is boiled until it achieves vaporization and can then travel the fuel passageway  96  into the engine  24 . The engine  24 , thereafter, combusts the vaporized fuel  22 . 
     The present invention has been described with reference to the drawings in a manner to fully disclose the best mode of making and using the present invention. The description is explanatory in nature and is not intended to identify and describe all possible modifications that fall within the scope of the claims. Substantive and material changes may be made without departing from the spirit and scope of the present invention.