CA1224989A - Device for the preparation of liquid fuels for mixture-compressing internal combustion engines - Google Patents
Device for the preparation of liquid fuels for mixture-compressing internal combustion enginesInfo
- Publication number
- CA1224989A CA1224989A CA000452355A CA452355A CA1224989A CA 1224989 A CA1224989 A CA 1224989A CA 000452355 A CA000452355 A CA 000452355A CA 452355 A CA452355 A CA 452355A CA 1224989 A CA1224989 A CA 1224989A
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- Prior art keywords
- slots
- butterfly valve
- exhaust gas
- carburator
- gas
- Prior art date
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Abstract
- Abstract -In a device for the preparation of liquid fuels for mixture-compressing internal combustion engines an additional gas such as air, exhaust gas or reformed gas is introduced in the suction system downstream of the butterfly valve of the carburator. It is introduced through two slots located opposite each other in the suction canal, through which slots the gas flows at very high velocity in the transition range already and at the speed of sound in the partial load range. Through this is achieved a considerable lowering of the toxic gas components, a reduction of fuel consumption and an improved thermal efficiency of the internal combustion engine.
Description
Device for the Preparation_of Liquid Fuels For Mixture-Compressiny Internal Combustion Engines The invention relates to a device for the preparation of liquid fuels for mixture-compressing internal combus-tion engines with carburators, by means of which additional auxili.ary air flows in-to the suction system downstream of the butterfly valve of the carburator with the aid of slots disposed in the suction canal as a function oF a control valve which depends on the butterfly valve.
A device of -the above mentioned kind is known in which auxiliary air is introduced into the suction system downstream of the butterfly valve of the carburator by means of slots disposed in the suction canal. ~lowever, the air throughput through these slots is relatively small, with the at-tendant disadvantage that relatively high toxic NOx components are emitted virtually throughout the entire speed range.
Therefore, the problem underlying the invention is to propose a device of -the kind mentioned at the outset which is characterized by low toxic gas emissions, in particular toxic NOx gas emissions, over virtually the entire speed range of the internal combustion engine.
To solve the problem posed, the invention uses two slots opposite each ~
~2,~
other in the suction canal through which the auxiliary air flows at very high veloci-ty already in the transition, and in the partial load range at the speed of sound and in that the two slots of circular segment shape are precisely opposite each other. The projection of the longitudinal axis of the butterfly valve shaft forms the axis of symmetry between the slots, and the slots are di.sposed downstream of the butterfly valve in the area of maximum formation of condensate.
What is achieved by these measures is that the control valve which regulates the auxiliary air opens already at low speeds so that, starting at these low speeds up to a predetermined speed in the medium speed range, the throughput of air at the auxiliary air slot increases steadily. Starting at this medium speed range, the throughput of air at the auxiliary air slot increases steadily. Starting at this medium speed, the throughput of air at the auxiliary air slot remains virtually constant. A very low toxic NOx component, corresponding to only about 1/3 of the toxic NOx component of the preknown device described, is achieved thereby virtually over the entire speed range of an internal combustion engine equipped with such a device.
It is important here that the geometric design of the slots and their arrangement in the suction tube with respect to the point of maximum condensate formation is in combination with the auxiliary air fed in.
38~
Accordinyly, the basic idea behind the invention is that virtually over the entire speed range a relatively lean mixture is to be combusted. Due to -the excess of air in this mixture, which can be in -the order of magni-tude of about 20 percent, the mentioned and unexpectedly great reduction of the toxic NO components is obtained while the internal combustion engine can at the same time work at wear-reducing, relatively low temperatures.
Due to the measures mentioned, all drops of the mixture flowing into the device are vaporized into the finest mis-t~ making it possible to operate the internal combustion engine with the mentioned and relatively high air excess. This also requires a very homogeneous mixture of fuel and auxiliary air, which is achieved by the means mentioned.
In the device according to the invention the other toxic gas components are also very low.
Furthermore, the fuel consumption is also low because, due to the operation with excess air, the fuel used is combusted completely and, therefore, completely utilized energywise. The device according to the inven-tion can also be used in already existing internal com-bustion engines equipped with carburators which feed in combustion air in idle. This is due -to the fact that in these so called circulating air carburators the mixture is improved only in idle and not in the transi-tion and partial load range, as is the case in the subject of the invention.
The heart of the invention is, among other things, that, starting at a certain opening of the control valve, the slots act as measuring cross-section, which means that the control valve itself no longer limits the air throughput in the intake canal to the slots, a function now assumed only by the slots. This causes each slot to act as Laval nozzle in -the area of maximum condensate formation. In the underpressure range exceeding .6 ata, the air flowing in through the respective slot or the gas flowing in there reaches the speed of sound.
This means that, in idle and transition, the air or gas flowing in through the slots enters at such a velocity that it flows to the opposite wall and meets the air or gas entering there, therefore covering almost the entire area below the main butterfly valve. The fuel condensate, creeping along the carburator wall at a spee~
of about 10 cm/sec, meets the air or gas entering in -the area of the slots at high speed and is atomized there.
It is essential that the velocity at the slots is very high or can reach the speed of sound. This causes a strong condensate removing effect at the rest of the circumference of the round slot which contains the two mutually opposite slots after the two gas flows meet at high flow velocity, effec-ting an atomization of condensate and fuel drops.
9~
Instead of auxiliary air, a reformed gas obtained from the exhaust gas by splitting Flows through the slots can be used. This achieves a novel, not self-suggesting effect which is described below in greater detail.
The return oF normal motor exhaust gases already lower the toxic NOx gas components. But this return causes an increase in consumption of about 5 percent.
Accordingly, it is another object of the invention to avoid an increase in consumption due to the return of exhaust gases and, in addition, to expand the ignition limit of the mixture so that a lean mixture which so far was not ignitable, is made ignitable according to the invention.
This problem is solved by the technical teachiny mentioned at the outset, according to which a ref`ormed gas obtained -From the exhaust gas by splitting is caused to flow through the slots instead of auxiliary air. This also lowers at the same time the -toxic NOx components by another percentage.
According to an aspect of the invention, the reformed gas is produced by the thermo catalytic splitting of the exhaust gas.
L9~39 A red hot platinum wire, acts as catalyst, in hydrogen and oxygen. The platinum wire can be hea-ted to the required temperature by electrical energy. By generating the catalyst temperature required to split the exhaust gases by means of electric power, -the reformed gas component can be adapted quickly, optimally and in advantageous manner to the different operating conditions of a vehicle engine.
To produce the reformed gas a thermal reactor is used which, may be connected via a canal to the exhaust gas elbow, the outlet of the reactor ending upstream in the inlet part of the lower carburator part via a reformed gas line.
The effect of the reformed gas used according to the invention is -that the fuel consumption is lowered, due to the low throttling losses of a heat control, by heating the fuel/air mixture in the partial load range, and to initiate reliable ignition and comple-te combustion of the lean fuel/air mixture, due to the wide ignition range of the hydrogen contained in the reformed gas.
When Flowing through the slots, the reformed gas brings about a dynamic and thermal preparation of the fuel condensate, associated with a homogenization of the total mixture and, due to the hydrogen contained in it, reliable ignition and complete combustion of a very lean fuel/air mixture.
~2~
The subject of the present invention follows not only from -the subject of the individual patent claims, but also from the combina-tion of the individual patent claims.
All data and features disclosed in the documents, in particular the physical design depicted in -the drawings, are claimed as essential to the invention to the extent that they are, singly or in combination, novel vis-a-vis the state of the art.
The invention is explained below in greater detail by way of the drawings showing only one embodiment example. Further features and advantages of the invention essent.ial to it are evident from -the drawings and their description.
Fig. l shows a section of the lower carburator part along line I-I in Fig. 2, Fig. 2 a longitudinal section of a carburator according to the invention, Fig. 3 shows schematically how the reformed gas is obtained from the exhaust gas.
A gas such as air, exhaust gas or reformed gas is supplied to a carburator (l) containing the butterfly valve (2) into a lower part (3) through the intake part (4) with the control valve (5) and through a -tube (6).
When the engine idles, the control valve (5) is closed. It is rnechanically connected to the butterfly valve (2) of the carburator (1) and opens when the butterfly valve (2) is opened from the idling range to partial load and full load.
This gas, entering through the opened control valve (5) in arrow direction (22), is sucked in by the engine and flows through the suction canal (7) and the ring canal (8). In the area of canal (7) there is a division of the gas flow, a part of which goes in arrow direction (23) through the slot (9) into the suction pipe of the engine, while the other gas flow enters the suction system in arrow direction (24) with little time delay through the opposite slot (10). In some cases, it is possible to combine slots 9 and 10 in-to a round slot.
As is evident from the illustration in Fig. 1 with respect to the arrow directions (23, 24) shown there, the two slots (9, 10) of circular segment shape are arranged so as to be exactly opposite each other, the projection of the longitudinal axis of the butterfly valve shaft (21) forming the axis of symmetry between the slots (9, lû), and -the slots (9, 10) being disposed downstream of the butterfly valve (2) in the area of miximum condensate formation (Figs. 1 and 2).
Accordingly, the slots (9, 10) are opposite each other at the wall sides of the carburator (1) where, in the partial load range, i.e. when the butterfly valve (2) is slightly to three four-ths open, the largest, crescent-shaped passages for the fuel/air mixture are located. It is also there khat the greatest amount of fuel condensate forms on the carburatox wall.
To the right and left of the butterfly valve shaft (21), when the butterfly valve (2) opens, there form between it and the carburator wall (l) first small and then becoming bigger and blgger crescent-shaped openings through which the fuel/air mixture flows. Under par-tial load these openings are small so that the mixture must s~ueeze through near the carburator wall, causing a part of the fuel contained in the mixture to condensate on the carburator wall.
Since tlle openings Eorming at the ends of the butterfly valve shaf-t (21) between the butterfly valve and the carburator wall under partial load are very small, very little mixture and, hence, fuel passes through them.
A condensate preparation there, such as a slot all around, would only bring half the flow energy to the proper and necessary points and minimize the preparation effect in the lower partial load range (city traffic).
Therefore, the design of the slots (9, 10) and their geo-metric arrangement on the carburator wall depending upon the position of the butterfly valve shaft and upon the maximum condensate formation are very important.
The cross-section of the slots is designed so that, starting at a slow travel speed already, the control valve (5) opens a larger passage, thus no longer acting to restrict the cross-sectional area for the -throughput of gas in -the intake part (4). Since the internal cross-sectional area of the -tube (6), the canal (7) and the ring canal (8) is larger than that of -the slots (9) and (10), they act as measuring cross-sec-tions (i.e. as the only limitation of the air throughput) starting at a travel speed of 80 to 100 km/h, thereby generating gas velocities of 100 m/sec and more.
A particularly good thermal efficiency of the engine and a further improved reduction of fuel consumption and a further lowering of the toxic gas emissions are achieved by the additional arrangement according to Figs.
A device of -the above mentioned kind is known in which auxiliary air is introduced into the suction system downstream of the butterfly valve of the carburator by means of slots disposed in the suction canal. ~lowever, the air throughput through these slots is relatively small, with the at-tendant disadvantage that relatively high toxic NOx components are emitted virtually throughout the entire speed range.
Therefore, the problem underlying the invention is to propose a device of -the kind mentioned at the outset which is characterized by low toxic gas emissions, in particular toxic NOx gas emissions, over virtually the entire speed range of the internal combustion engine.
To solve the problem posed, the invention uses two slots opposite each ~
~2,~
other in the suction canal through which the auxiliary air flows at very high veloci-ty already in the transition, and in the partial load range at the speed of sound and in that the two slots of circular segment shape are precisely opposite each other. The projection of the longitudinal axis of the butterfly valve shaft forms the axis of symmetry between the slots, and the slots are di.sposed downstream of the butterfly valve in the area of maximum formation of condensate.
What is achieved by these measures is that the control valve which regulates the auxiliary air opens already at low speeds so that, starting at these low speeds up to a predetermined speed in the medium speed range, the throughput of air at the auxiliary air slot increases steadily. Starting at this medium speed range, the throughput of air at the auxiliary air slot increases steadily. Starting at this medium speed, the throughput of air at the auxiliary air slot remains virtually constant. A very low toxic NOx component, corresponding to only about 1/3 of the toxic NOx component of the preknown device described, is achieved thereby virtually over the entire speed range of an internal combustion engine equipped with such a device.
It is important here that the geometric design of the slots and their arrangement in the suction tube with respect to the point of maximum condensate formation is in combination with the auxiliary air fed in.
38~
Accordinyly, the basic idea behind the invention is that virtually over the entire speed range a relatively lean mixture is to be combusted. Due to -the excess of air in this mixture, which can be in -the order of magni-tude of about 20 percent, the mentioned and unexpectedly great reduction of the toxic NO components is obtained while the internal combustion engine can at the same time work at wear-reducing, relatively low temperatures.
Due to the measures mentioned, all drops of the mixture flowing into the device are vaporized into the finest mis-t~ making it possible to operate the internal combustion engine with the mentioned and relatively high air excess. This also requires a very homogeneous mixture of fuel and auxiliary air, which is achieved by the means mentioned.
In the device according to the invention the other toxic gas components are also very low.
Furthermore, the fuel consumption is also low because, due to the operation with excess air, the fuel used is combusted completely and, therefore, completely utilized energywise. The device according to the inven-tion can also be used in already existing internal com-bustion engines equipped with carburators which feed in combustion air in idle. This is due -to the fact that in these so called circulating air carburators the mixture is improved only in idle and not in the transi-tion and partial load range, as is the case in the subject of the invention.
The heart of the invention is, among other things, that, starting at a certain opening of the control valve, the slots act as measuring cross-section, which means that the control valve itself no longer limits the air throughput in the intake canal to the slots, a function now assumed only by the slots. This causes each slot to act as Laval nozzle in -the area of maximum condensate formation. In the underpressure range exceeding .6 ata, the air flowing in through the respective slot or the gas flowing in there reaches the speed of sound.
This means that, in idle and transition, the air or gas flowing in through the slots enters at such a velocity that it flows to the opposite wall and meets the air or gas entering there, therefore covering almost the entire area below the main butterfly valve. The fuel condensate, creeping along the carburator wall at a spee~
of about 10 cm/sec, meets the air or gas entering in -the area of the slots at high speed and is atomized there.
It is essential that the velocity at the slots is very high or can reach the speed of sound. This causes a strong condensate removing effect at the rest of the circumference of the round slot which contains the two mutually opposite slots after the two gas flows meet at high flow velocity, effec-ting an atomization of condensate and fuel drops.
9~
Instead of auxiliary air, a reformed gas obtained from the exhaust gas by splitting Flows through the slots can be used. This achieves a novel, not self-suggesting effect which is described below in greater detail.
The return oF normal motor exhaust gases already lower the toxic NOx gas components. But this return causes an increase in consumption of about 5 percent.
Accordingly, it is another object of the invention to avoid an increase in consumption due to the return of exhaust gases and, in addition, to expand the ignition limit of the mixture so that a lean mixture which so far was not ignitable, is made ignitable according to the invention.
This problem is solved by the technical teachiny mentioned at the outset, according to which a ref`ormed gas obtained -From the exhaust gas by splitting is caused to flow through the slots instead of auxiliary air. This also lowers at the same time the -toxic NOx components by another percentage.
According to an aspect of the invention, the reformed gas is produced by the thermo catalytic splitting of the exhaust gas.
L9~39 A red hot platinum wire, acts as catalyst, in hydrogen and oxygen. The platinum wire can be hea-ted to the required temperature by electrical energy. By generating the catalyst temperature required to split the exhaust gases by means of electric power, -the reformed gas component can be adapted quickly, optimally and in advantageous manner to the different operating conditions of a vehicle engine.
To produce the reformed gas a thermal reactor is used which, may be connected via a canal to the exhaust gas elbow, the outlet of the reactor ending upstream in the inlet part of the lower carburator part via a reformed gas line.
The effect of the reformed gas used according to the invention is -that the fuel consumption is lowered, due to the low throttling losses of a heat control, by heating the fuel/air mixture in the partial load range, and to initiate reliable ignition and comple-te combustion of the lean fuel/air mixture, due to the wide ignition range of the hydrogen contained in the reformed gas.
When Flowing through the slots, the reformed gas brings about a dynamic and thermal preparation of the fuel condensate, associated with a homogenization of the total mixture and, due to the hydrogen contained in it, reliable ignition and complete combustion of a very lean fuel/air mixture.
~2~
The subject of the present invention follows not only from -the subject of the individual patent claims, but also from the combina-tion of the individual patent claims.
All data and features disclosed in the documents, in particular the physical design depicted in -the drawings, are claimed as essential to the invention to the extent that they are, singly or in combination, novel vis-a-vis the state of the art.
The invention is explained below in greater detail by way of the drawings showing only one embodiment example. Further features and advantages of the invention essent.ial to it are evident from -the drawings and their description.
Fig. l shows a section of the lower carburator part along line I-I in Fig. 2, Fig. 2 a longitudinal section of a carburator according to the invention, Fig. 3 shows schematically how the reformed gas is obtained from the exhaust gas.
A gas such as air, exhaust gas or reformed gas is supplied to a carburator (l) containing the butterfly valve (2) into a lower part (3) through the intake part (4) with the control valve (5) and through a -tube (6).
When the engine idles, the control valve (5) is closed. It is rnechanically connected to the butterfly valve (2) of the carburator (1) and opens when the butterfly valve (2) is opened from the idling range to partial load and full load.
This gas, entering through the opened control valve (5) in arrow direction (22), is sucked in by the engine and flows through the suction canal (7) and the ring canal (8). In the area of canal (7) there is a division of the gas flow, a part of which goes in arrow direction (23) through the slot (9) into the suction pipe of the engine, while the other gas flow enters the suction system in arrow direction (24) with little time delay through the opposite slot (10). In some cases, it is possible to combine slots 9 and 10 in-to a round slot.
As is evident from the illustration in Fig. 1 with respect to the arrow directions (23, 24) shown there, the two slots (9, 10) of circular segment shape are arranged so as to be exactly opposite each other, the projection of the longitudinal axis of the butterfly valve shaft (21) forming the axis of symmetry between the slots (9, lû), and -the slots (9, 10) being disposed downstream of the butterfly valve (2) in the area of miximum condensate formation (Figs. 1 and 2).
Accordingly, the slots (9, 10) are opposite each other at the wall sides of the carburator (1) where, in the partial load range, i.e. when the butterfly valve (2) is slightly to three four-ths open, the largest, crescent-shaped passages for the fuel/air mixture are located. It is also there khat the greatest amount of fuel condensate forms on the carburatox wall.
To the right and left of the butterfly valve shaft (21), when the butterfly valve (2) opens, there form between it and the carburator wall (l) first small and then becoming bigger and blgger crescent-shaped openings through which the fuel/air mixture flows. Under par-tial load these openings are small so that the mixture must s~ueeze through near the carburator wall, causing a part of the fuel contained in the mixture to condensate on the carburator wall.
Since tlle openings Eorming at the ends of the butterfly valve shaf-t (21) between the butterfly valve and the carburator wall under partial load are very small, very little mixture and, hence, fuel passes through them.
A condensate preparation there, such as a slot all around, would only bring half the flow energy to the proper and necessary points and minimize the preparation effect in the lower partial load range (city traffic).
Therefore, the design of the slots (9, 10) and their geo-metric arrangement on the carburator wall depending upon the position of the butterfly valve shaft and upon the maximum condensate formation are very important.
The cross-section of the slots is designed so that, starting at a slow travel speed already, the control valve (5) opens a larger passage, thus no longer acting to restrict the cross-sectional area for the -throughput of gas in -the intake part (4). Since the internal cross-sectional area of the -tube (6), the canal (7) and the ring canal (8) is larger than that of -the slots (9) and (10), they act as measuring cross-sec-tions (i.e. as the only limitation of the air throughput) starting at a travel speed of 80 to 100 km/h, thereby generating gas velocities of 100 m/sec and more.
A particularly good thermal efficiency of the engine and a further improved reduction of fuel consumption and a further lowering of the toxic gas emissions are achieved by the additional arrangement according to Figs.
2 and 3 which show that, instead of feeding in auxiliary air as is possible in Fig. 1, it is preferred to have a reformed gas flow out of the slots (9, 10) through the tube (6) and the in-take (4).
The engine (11) shown in Fig. 3 has an exhaust gas elbow (12) which connects via a flange (13) to the muffler in a manner not detailed. The exhaust gas (27) flowing in the elbow (12) is split in -the area of flange (13) in arrow direction (28), and a part of it flows there into a canal (14). The canal (14) forms -the entrance to a thermal-catalytic reactor (15) fastened to the flange (13).
Disposed in the reactor (15) is e.g. a heating wire (16) which is supplied via lines (17) and (18) with electrical energy such as from the car battery. The dls-charge end (19) of the reactor (15) is connected to the tube (6) of -the lower carburator part (3) via a reformed gas line (20). The reformed gas (29) flows through the reformed gas line (20) in the arrow direction shown.
For better catalytic action for the purpose of splitting water vapor in-to hydrogen and oxygen, the interior of the reactor (15) may be provided with materials li~e vanadium or panadium in addition to possible process materials such as carbon, gasoline, natural gas, etc. The same applies to the heating wire (16) which, however, is best made of platinum wire. The supply of electrical energy brings it to a temperature a-t which the split up of the water vapor occurs.
The reformed gas or the auxiliary air flowing into the canal (7) in arrow direction (22) causes at the mutually opposite slots (9, 10) a s-trong condensate removing action of the condénsa-te flow (3) creeping down the car-burator wall, thereby atomizing it in arrow direction (25, 26) and lifting it off the carburator wall. This results not only in a finest dynamic and thermal a-tomization of the fuel and homogenization of the fuel/air mixture, but also in good ignition of a mixture made very lean by the introduction of the hydrogen component in the reformed gas, the mixture being not capable of ignition without the introduction of the reformed gas. Furthermore, the NO in the exhaust gas are lowered due to the return of the un-combustible nitrogen to the lower carburator part (3).
According to tests conducted with the addition of hydrogen in the partial load range of the engine, only 1 kg hydrogen per 25 kg gasoline is needed to obtain very low CO, HC and NO values. This amount can be split up from about 1/4 of the water vapor component in the exhaust gas.
It is advantageous to limit the exhaust gas return through the slots (9, 10) so tha-t the hydrogen requirement in the returned exhaust gas corresponds to an amount originating at an outpu-t of 80 - 100 km/h.
Example: A modern middle class car requires approximately 25 HP at 100 km/h. With the mixture pre-paration according to the invention, -this requires approximately 4 kg gasoline per hour. As to their -through-put, the slots must be designed so that .04 kg hydrogen in the returned exhaust gas finds passage through the slots (9, 10). At higher loads the addition of hydrogen to the gasoline decreases proportionately, at lighter loads the amount is controlled by the control valve (5).
In the main travel speed range this results under partial load in a high velocity of the returned gas through the slots t9, 10) and, hence, in a good preparation of the wall condensate in the carbura-tor (1) and an intimate, homogeneous mixing of both gas flows. This is very important so that a uniform fuel/air/gas mixture reaches all cylinders.
The engine (11) shown in Fig. 3 has an exhaust gas elbow (12) which connects via a flange (13) to the muffler in a manner not detailed. The exhaust gas (27) flowing in the elbow (12) is split in -the area of flange (13) in arrow direction (28), and a part of it flows there into a canal (14). The canal (14) forms -the entrance to a thermal-catalytic reactor (15) fastened to the flange (13).
Disposed in the reactor (15) is e.g. a heating wire (16) which is supplied via lines (17) and (18) with electrical energy such as from the car battery. The dls-charge end (19) of the reactor (15) is connected to the tube (6) of -the lower carburator part (3) via a reformed gas line (20). The reformed gas (29) flows through the reformed gas line (20) in the arrow direction shown.
For better catalytic action for the purpose of splitting water vapor in-to hydrogen and oxygen, the interior of the reactor (15) may be provided with materials li~e vanadium or panadium in addition to possible process materials such as carbon, gasoline, natural gas, etc. The same applies to the heating wire (16) which, however, is best made of platinum wire. The supply of electrical energy brings it to a temperature a-t which the split up of the water vapor occurs.
The reformed gas or the auxiliary air flowing into the canal (7) in arrow direction (22) causes at the mutually opposite slots (9, 10) a s-trong condensate removing action of the condénsa-te flow (3) creeping down the car-burator wall, thereby atomizing it in arrow direction (25, 26) and lifting it off the carburator wall. This results not only in a finest dynamic and thermal a-tomization of the fuel and homogenization of the fuel/air mixture, but also in good ignition of a mixture made very lean by the introduction of the hydrogen component in the reformed gas, the mixture being not capable of ignition without the introduction of the reformed gas. Furthermore, the NO in the exhaust gas are lowered due to the return of the un-combustible nitrogen to the lower carburator part (3).
According to tests conducted with the addition of hydrogen in the partial load range of the engine, only 1 kg hydrogen per 25 kg gasoline is needed to obtain very low CO, HC and NO values. This amount can be split up from about 1/4 of the water vapor component in the exhaust gas.
It is advantageous to limit the exhaust gas return through the slots (9, 10) so tha-t the hydrogen requirement in the returned exhaust gas corresponds to an amount originating at an outpu-t of 80 - 100 km/h.
Example: A modern middle class car requires approximately 25 HP at 100 km/h. With the mixture pre-paration according to the invention, -this requires approximately 4 kg gasoline per hour. As to their -through-put, the slots must be designed so that .04 kg hydrogen in the returned exhaust gas finds passage through the slots (9, 10). At higher loads the addition of hydrogen to the gasoline decreases proportionately, at lighter loads the amount is controlled by the control valve (5).
In the main travel speed range this results under partial load in a high velocity of the returned gas through the slots t9, 10) and, hence, in a good preparation of the wall condensate in the carbura-tor (1) and an intimate, homogeneous mixing of both gas flows. This is very important so that a uniform fuel/air/gas mixture reaches all cylinders.
Claims (14)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. Device for the preparation of liquid fuels for a mixture-compressing internal combustion engine with a carburator, by means of which additional auxiliary air flows into a suction system downstream, of a butterfly valve of the carburator with the aid of slots disposed in a suction canal as a function of a control which depends on the butterfly valve, the improvement comprising two slots (9, 10) opposite each other in the suction canal are provided, out of which the auxiliary air flows at very high velocity already in a transition range and at the speed of sound in a partial load range of the engine, and in that the two slots of circular segment shape are exactly opposite each other, the projection of the longitudinal axis of the butterfly valve shaft forming the axis of symmetry between the slots, and that the slots (9, 10) are disposed downstream, of the butterfly valve (2) in the areas of maximum condensate formation.
2. Device according to Claim 1, wherein a reformed gas (29) obtained from the exhaust gas by splitting flows through the slots (9, 10) instead of auxiliary air.
3. Device according to Claim 1, wherein a control valve (5) and the butterfly valve (2) of the carburator (1) are so connected that the control valve (5) is closed when the engine (11) idles and opens from the partial load range on.
4. Device according to Claim 3, wherein starting with the central zone of the partial load range, a measuring cross-section goes over from the control valve (5) to the slots (9, 10).
5. Device according to Claim 1, wherein the two slots (9, 10) are combined into a round slot.
6. Device according to Claim 2, wherein the reformed gas (29) is obtained from the exhaust gas (27) by thermo-catalytic splitting.
7. Device according to Claim 6, wherein a thermal reactor (15) is connected via a canal (14) to an exhaust gas elbow (12); that a heating wire (16) consisting of a catalytic material and heated by electrical energy is disposed in the reactor (15); and that a catalytically acting material is disposed in the reactor (15).
8. Device for the preparation of liquid fuels for mixture-compressing internal combustion engines with carburators, by means of which additional auxiliary air flows into a suction system downstream of a butterfly valve of the carburator with the aid of slots disposed in a suction canal of the suction system wherein a lower part (3) of the carburator (1), contains slots (9, 10) which introduces auxiliary air flows at very high velocity already in a transition range and wherein said suction system is designed as separate accessory unit.
9. Device according to Claim 2, 6 or 7 characterized in that, in a Diesel engine, the reformed gas (29) obtained by splitting from the exhaust gas (27) is returned to the combustion air.
10. Device according to Claims 2, 6 or 7, wherein the reformed gas is obtained from the exhaust gas by means of a catalyst.
11. Device according to Claim 2, 6 or 7, wherein reformed gas is obtained in the exhaust gas return by means of a catalyst and a heating coil disposed in front of it.
12. Device according to Claim 8, wherein the two slots are of circular segment shape and are exactly opposite each other, the projection of the longitudinal axis of the butterfly valve shaft forming the axis of symmetry between the slots.
13. Device according to Claim 1 or 8, that exhaust gas or a mixture of auxiliary air and exhaust gas is supplied to and flows out of the slots.
14. Device according to Claim 2, wherein a control valve (5) and the butterfly valve (2) of the carburator (1) are so connected that the control valve (5) is closed when the engine (11) idles and opens from the partial load range on.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000452355A CA1224989A (en) | 1984-04-18 | 1984-04-18 | Device for the preparation of liquid fuels for mixture-compressing internal combustion engines |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CA000452355A CA1224989A (en) | 1984-04-18 | 1984-04-18 | Device for the preparation of liquid fuels for mixture-compressing internal combustion engines |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1224989A true CA1224989A (en) | 1987-08-04 |
Family
ID=4127690
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000452355A Expired CA1224989A (en) | 1984-04-18 | 1984-04-18 | Device for the preparation of liquid fuels for mixture-compressing internal combustion engines |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1224989A (en) |
-
1984
- 1984-04-18 CA CA000452355A patent/CA1224989A/en not_active Expired
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| MKEX | Expiry |