JPS58155264A - Rapid evaporating device for liquid fuel - Google Patents

Abstract

PURPOSE:To enhance the ignition capability of alcoholic fuel or the like, by subjecting fuel and air, in a pressure booster, to the cycles of suction, compression and discharge repeatedly so that the atmosphere of high temperature and high pressure is created in an accumulator communicated with the booster, for rapid evaporating and atomizing fuel. CONSTITUTION:Particles of initial fuel F is injected from an injection valve 16 into a pressure booster 12 formed in a barrel 11, simultaneously with the suction of air A through a suction hole 17 into the pressure boosting chamber 12 for mixing and compressing the fuel and air therein. That is, working oil from a working oil tank 20 is compressed by a pump 21 and is applied through a selector valve 22 to both surfaces of a piston 19a alternatively, in a piston chamber 11a for reciprocating a plunger 19. The mixture is subjected to adiabatic compression in the pressure boosting chamber 12 by closing a check valve 17a during the advancing Y of the plunger 19, and is discharged into an accumulator 13 through a check valve 14a which is opened. Thereby, the particles of the initial fuel F is rapidly evaporated and atomized by subjecting the mixture within the accumulator 13 to high temperature and high pressure, and is fed to an engine E through an injection valve 18.

Description

【発明の詳細な説明】 本発明は液体燃料を急速に微粒化均質にして内燃機関に
供給し、内燃機関の冷間始動から定常運転までを単一燃
料の一系統で行うことができるようにした内燃機関の液
体燃料の急速蒸発装置、特にアルコール溶料の急速蒸発
装置に関する。DETAILED DESCRIPTION OF THE INVENTION The present invention rapidly atomizes and homogenizes liquid fuel and supplies it to an internal combustion engine so that the internal combustion engine can be operated from cold start to steady operation using a single fuel system. The present invention relates to a rapid evaporation device for liquid fuel for an internal combustion engine, and in particular to a rapid evaporation device for alcohol solvent.

従来のカッリン燃料に代替しアルコール燃料で火花点下
式内燃機関を運転する場合、キャブレタ。Carburetor when operating a sub-spark point internal combustion engine with alcohol fuel instead of conventional carbon fuel.

燃料噴射装置等を利用する燃料供給装置では冷間時にお
ける始動が困難である１、このため、始動時のみガソリ
ン燃料を併用し、内燃機関の暖気運転後アルコール燃料
に切換えるようにしており、従って、燃料及び燃料供給
装置に二系統を必要とし、ガソリン燃料で運転する場合
に比して非常に不利となっている。It is difficult to start the engine when the engine is cold with a fuel supply system that uses a fuel injection device, etc. 1. Therefore, gasoline fuel is used only when starting the engine, and after the internal combustion engine has warmed up, it is switched to alcohol fuel. This requires two systems for fuel and fuel supply systems, which is very disadvantageous compared to when operating on gasoline fuel.

本発明はアルコール燃料の噴霧粒径を微粒化することに
より着火性を向上させ、ガソリン燃料に劣らぬ冷間始動
性を得ることを目的とする。The object of the present invention is to improve the ignitability of alcohol fuel by making the atomized particle size finer, and to obtain cold startability comparable to that of gasoline fuel.

次に先ず、第１図に基いて本発明の基本原理を説明する
。Next, first, the basic principle of the present invention will be explained based on FIG.

第１図は燃料の蒸発過程を説明する圧力と比体積の関係
を示す図である。縦軸に圧力Ｐ、横軸に比体積Ｖを示し
、Ｐｋは臨界圧力である。曲線は夫々飽和液線！、飽和
蒸気１ｆｍｇを示し、飽和液線ｌの左方は液相、飽和蒸
気線ｇの右方は気相、両面ｍ１．ｇＫ伏まれた中央部は
混合相である。FIG. 1 is a diagram showing the relationship between pressure and specific volume to explain the fuel evaporation process. The vertical axis shows the pressure P, the horizontal axis shows the specific volume V, and Pk is the critical pressure. Each curve is a saturated liquid line! , 1 fmg of saturated steam, the left side of the saturated liquid line l is the liquid phase, the right side of the saturated vapor line g is the gas phase, and both sides m1. The central part where gK is depressed is a mixed phase.

所定圧力Ｐｎ下において、温度ＴＯなる液体を温度Ｔ２
まで加熱した場合の変化の概略を第１図について説明す
る。ここで圧力Ｐｎに対応する沸点を温度ＴＩ　とし、
Ｔ　ｏ　（Ｔ　ｔ　（Ｔ　ｘと仮定する。先ず、加熱開
始時には液相内の点ｐＪｏに位置し、順次温度が上昇し
て沸点ＴＩに達すると飽和液線！上の点ｐＪｓに位置す
る。ここで液体は蒸発を開始し、蒸発を完了するまで温
度Ｔｌは不変であり、完了時には飽和蒸気ＩＩＪｇ上の
点Ｎｌ’に位置する。Under a predetermined pressure Pn, the liquid at a temperature TO is heated to a temperature T2.
The outline of the change in the case of heating up to 100% will be explained with reference to FIG. Here, the boiling point corresponding to the pressure Pn is the temperature TI,
Assume that T o (T t (T x). First, at the start of heating, it is located at a point pJo in the liquid phase, and as the temperature rises sequentially and reaches the boiling point TI, it is located at a point pJs above the saturated liquid line!. The liquid now begins to evaporate, and the temperature Tl remains unchanged until the evaporation is completed, at which time it is located at a point Nl' on the saturated vapor IIJg.

この後は加熱に応じて蒸気温度が上昇し、温度Ｔ２に達
した時には蒸気相内の点Ｎ２に位置する。After this, the steam temperature increases in response to heating, and when it reaches temperature T2, it is located at point N2 in the steam phase.

上述の温度ＴＩでの蒸発過程において蒸発に要する熱量
ｄＱ及び時間Ｔは次式で示される。The amount of heat dQ and time T required for evaporation in the evaporation process at the above-mentioned temperature TI are expressed by the following equation.

ｄＱ＝Ｃｓ　ａ　Ｌ・４　πｒ２ｄ　ｒＴ＝ａ”／Ｃ 但し、Ｃ１は燃料の物性２周囲ｍ度等により規定される
定数、ｒは液滴半径、ａは蒸発前の初期液滴径である。dQ=Cs a L・4 πr2d rT=a''/C However, C1 is a constant defined by the physical properties of the fuel, such as 2 m degrees around the circumference, r is the droplet radius, and a is the initial droplet diameter before evaporation.

また、Ｌは蒸発潜熱であって、第１図において所定圧力
に対応する飽和曲線ｌと飽和蒸気線ｇとの距離により示
されるものである。蒸発潜熱りは圧力と反比例し、所定
圧力下で加熱する場合には定数となる。Further, L is the latent heat of vaporization, which is indicated by the distance between the saturation curve l corresponding to a predetermined pressure and the saturated vapor line g in FIG. The latent heat of vaporization is inversely proportional to the pressure, and becomes a constant when heating under a predetermined pressure.

Ｃは蒸発速度係数であり、はぼ次式で示される。C is the evaporation rate coefficient, which is expressed by the following equation:

Ｃ＝Ｃ２／Ｌ 但し、Ｃ２は燃料の物性等により規定される定数である
。また、所定圧力下では蒸発潜熱りが定数となるから、
蒸発速度係数Ｃも定数となる１、従って、熱量ｄＱは液
滴の表面積４πｒ２に支配されるので、加熱する液滴が
小粒子であるほど、効率的に加熱することができる。ま
た時間Ｔも初期液滴径ａに支配されるので、加熱する液
滴が小粒子であるほど、短時間に蒸発することができる
。C=C2/L However, C2 is a constant defined by the physical properties of the fuel. Also, since the latent heat of vaporization is a constant under a given pressure,
The evaporation rate coefficient C is also a constant 1, and therefore the amount of heat dQ is controlled by the surface area 4πr2 of the droplet, so the smaller the droplet to be heated, the more efficiently it can be heated. Further, since the time T is also controlled by the initial droplet diameter a, the smaller the heated droplet, the faster it can evaporate.

更に蒸発潜熱りは第１図において所定圧力に対応する飽
和液＃ｌと飽和蒸気Ｈｇとの距離で示されるから、圧力
が高まるにつれて蒸発潜熱りが小さくなり、少ない熱量
ｄＱで加熱を完了することができる。即ち、燃料を小さ
な粒径の液滴状にして高圧高温環境下で加熱することに
よシ、短時間に少ない熱量で蒸発させ、微粒化すること
が可能となる。Furthermore, since the latent heat of vaporization is shown in Figure 1 by the distance between the saturated liquid #l and the saturated steam Hg corresponding to a predetermined pressure, the latent heat of vaporization decreases as the pressure increases, and heating can be completed with a small amount of heat dQ. I can do it. That is, by forming the fuel into droplets of small particle size and heating them in a high-pressure, high-temperature environment, it becomes possible to evaporate the fuel in a short period of time and with a small amount of heat, thereby making it possible to atomize the fuel.

実除に上述の原理に基きエンジン温度−２０°Ｃの条件
下で実験した結果、一般の噴射弁から粒径ｌＯＯミクロ
ン程度の初期燃料粒子を増圧器内に噴射した場合、約１
秒で冷間時に着火が容易な粒径１０ミクロン程度に微粒
化することが可能であった。In fact, as a result of an experiment based on the above-mentioned principle at an engine temperature of -20°C, it was found that when initial fuel particles with a particle size of about 100 microns are injected into the pressure booster from a general injection valve, approximately 1
It was possible to atomize the powder to a particle size of about 10 microns, which is easy to ignite when cold, in seconds.

ところで、第１図からは上述の原理とは異なる原理に暴
く燃料の微粒化装置が考えられる。即ち、減圧沸騰型と
称すべきもので、上述した第１図におけろ加熱過程を中
断し、加熱した燃料を温度一定のままで瞬間的に減圧し
て蒸発させるものである。例えば、燃料を温度ＴＯから
温度Ｔｌまで加熱し、点Ｎｌの時点で圧力Ｐｎから圧力
Ｐｓに瞬間的に減圧すると、点Ｓに移動し、当初の燃料
量に対しＳ′Ｓ：ＳＳ″の比率で蒸発化を実現すること
が可能である。By the way, from FIG. 1, a fuel atomization device that exposes a principle different from the above-mentioned principle can be considered. That is, it is called a reduced-pressure boiling type, in which the heating process shown in FIG. 1 described above is interrupted and the heated fuel is instantaneously reduced in pressure and evaporated while maintaining a constant temperature. For example, if fuel is heated from temperature TO to temperature Tl and instantaneously depressurized from pressure Pn to pressure Ps at point Nl, it will move to point S and the ratio of S'S:SS'' to the initial fuel amount It is possible to achieve evaporation with

このような減圧沸騰型の燃料蒸発装置は第２図に示すよ
うに、燃料タンクｌ、従来公知の構成の噴射弁２及びこ
れらを接続するホース３を具備し、このホース３の噴射
弁２近傍部分には図示しないバッテリに接続された電熱
ヒータ４が配設され形成されている。また、エンジンＥ
の吸入管５は先端にエアクリーナ６を備え、側壁には噴
射弁２を埋設されている。As shown in FIG. 2, such a reduced pressure boiling type fuel evaporator is equipped with a fuel tank 1, an injection valve 2 having a conventionally known configuration, and a hose 3 that connects these. An electric heater 4 connected to a battery (not shown) is disposed in the portion. Also, engine E
The suction pipe 5 is equipped with an air cleaner 6 at its tip, and an injection valve 2 is embedded in the side wall.

Ｆ記の装置において、液状の燃料Ｆは燃料タンク１から
ホース３に吸入され、電熱ヒータ４により加熱さねる。In the device shown in F, liquid fuel F is drawn into a hose 3 from a fuel tank 1 and heated by an electric heater 4.

次いで、加熱された液状の燃料Ｆは噴射弁２により低圧
の吸入管５内に噴射され、該吸入管５内で上述した原理
に基き蒸発微粒化し、エアクリーナ６から吸入された空
気Ａと混合してエンジンＥに供給され、該エンジンＥの
冷間始動性を向上させる。Next, the heated liquid fuel F is injected into the low-pressure suction pipe 5 by the injection valve 2, where it evaporates and becomes atomized based on the above-mentioned principle, and mixes with the air A taken in from the air cleaner 6. is supplied to the engine E, thereby improving the cold startability of the engine E.

しかしながら、このような減圧沸騰型の燃料蒸発装置は
燃料Ｆを加熱するのに膨大な時間とエネルギーを必要と
する。例えば、エンジン温度−２ｏ０Ｃの条件下で実験
してみると、燃料Ｆを着火可能な粒径１０ミクロン程度
に微粒化するのにＩＫＷの所要電力で約２０分間の加熱
を必要とした。通常の乗用車ではバッテリ性能はＩＫＷ
／時に建らず、しかも冷間始動が−ｏＪ能になるまでに
上述のように極めて長時間を必要とするので、この装置
は極寒冷地では通常の乗用車には実用性を欠く。However, such a reduced pressure boiling type fuel evaporator requires a huge amount of time and energy to heat the fuel F. For example, when an experiment was conducted under the condition of an engine temperature of -2o0C, it was necessary to heat the fuel F for about 20 minutes using the required power of the IKW to atomize the fuel F to a particle size of about 10 microns that can be ignited. In a normal passenger car, the battery performance is IKW.
/ hour, and furthermore, as mentioned above, it takes an extremely long time for the cold start to reach -oJ capability, making this device impractical for ordinary passenger cars in extremely cold regions.

本発明は上述のようにエンジン温度が−２０°Ｃ以下に
低下する＆寒冷地においても容易に冷間始動が可能であ
るようにした液体燃料の急速蒸発装置を提供するもので
ある。即ち、増圧器の吸入行程において増圧器内に燃料
を初期噴射すると共に空気を吸入し、圧縮性根において
これを断熱圧縮して蓄圧器に吐出し、上記増圧器の吸入
、圧縮。As mentioned above, the present invention provides a rapid evaporation device for liquid fuel that allows the engine temperature to drop below -20° C. and allows for easy cold starting even in cold regions. That is, during the suction stroke of the pressure intensifier, fuel is initially injected into the pressure intensifier and air is sucked in, adiabatically compressed in the compressible root, and discharged to the pressure accumulator, and the pressure intensifier is injected and compressed.

吐出性根を繰返し、蓄圧器内に＾圧高温環境を形成して
燃料を急速に蒸発微粒化させるようにし、容易に冷間始
動が可能になるようにしたものである。By repeating the discharge process, a high-pressure and high-temperature environment is created in the pressure accumulator to rapidly evaporate and atomize the fuel, making cold starting possible.

以下本発明に係る一実施例ｆ：第３図に基き詳述する。Embodiment f according to the present invention will be described in detail below with reference to FIG.

第３図は本発明の急速蒸発装置の構成を示す図であって
、バレル１１内はピストン室１１ａ（（形成され、増圧
室１２及び蓄圧室１３を連成されている。増圧室１２と
蓄圧室１３とは蓄圧室１３側に開く逆止弁１４ａｉ備え
た通路１４を介して互いに連絡されている。増圧室１２
の一側壁には図示しない燃料タンクに接続された燃料Ｆ
を噴射する従来公知の構成の噴射弁１６が先端を諸室１
２に臨ませて埋設され、他側壁には増圧室１２側に開く
逆止弁１７ａを備えた空気Ａの吸入孔１７が室１２内に
開口して穿設されている。また、蓄圧室１３にはエンジ
ンＥＫ燃料Ｆを噴射する同じ（従来公知の構成の噴射弁
１８が接続されている。FIG. 3 is a diagram showing the configuration of the rapid evaporator of the present invention, in which a piston chamber 11a is formed inside the barrel 11, and a pressure intensification chamber 12 and a pressure accumulation chamber 13 are interconnected. and the pressure accumulating chamber 13 are in communication with each other via a passage 14 equipped with a check valve 14ai that opens on the pressure accumulating chamber 13 side.
On one side wall is a fuel F connected to a fuel tank (not shown).
An injection valve 16 with a conventionally known configuration that injects
A suction hole 17 for air A, which is equipped with a check valve 17a that opens toward the pressure intensifying chamber 12, is bored in the other side wall and opens into the chamber 12. Further, an injection valve 18 of the same (conventionally known configuration) for injecting the engine EK fuel F is connected to the pressure accumulation chamber 13.

一方、ピストン室１１ａにはピストン１９ａを備えたプ
ランジャ１９が配され、ピストン１９ａに作動油が作用
してプランジャ１９が往復運動を行なうようになってい
る１ピストン室１１ａには作動油タンク２０から順次、
エンジンＥ初爆仮に該エンジンＥにより駆動されるポン
プ２１及び機械的にあるいはソレノイド等によって作動
する切換弁２２を通る作動油管路２４が接続されている
。On the other hand, a plunger 19 having a piston 19a is disposed in the piston chamber 11a, and a hydraulic oil tank 20 is provided in the first piston chamber 11a so that hydraulic oil acts on the piston 19a to cause the plunger 19 to reciprocate. Sequentially,
When the engine E first explodes, a hydraulic oil pipe 24 is connected which passes through a pump 21 driven by the engine E and a switching valve 22 which is operated mechanically or by a solenoid or the like.

上記構成において、増圧室１２内に吸入孔１７より空気
Ａが吸入されると同時に噴射弁１６より初期燃料１粒子
が噴射され、増圧室１２内でこれらが混合し圧縮される
。即ち、作動油タンク２０の作動油はポンプ２１により
加圧され、切換弁２２を介してピストン室１１ａに流入
されるが、切換弁２２を切換えることにより作動油がピ
ストン室１１ａのピストン１９ａの両面に交互に作用し
てプランジャ１９を往復運動せしめる。一方、空気Ａは
プランジャ１９の後退時（矢印Ｘ方向）に逆止弁１７ａ
’に開き吸入孔１７より増圧室１２内に吸入され、同時
に燃料Ｆも噴射弁１６より増圧室１２らが増圧室１２内
で混合する。次いで、プランジャ１９の前進時（矢印Ｙ
方向）に移ると、逆止弁１７ａは閉じられ、初期燃料１
粒子と空気Ａとの混合気は増圧室１２内で断熱圧縮され
、逆止弁１４ａを開いて蓄圧室１３内に吐出されろ。In the above configuration, air A is sucked into the pressure intensification chamber 12 through the suction hole 17, and at the same time one initial fuel particle is injected from the injection valve 16, and these particles are mixed and compressed in the pressure intensification chamber 12. That is, the hydraulic oil in the hydraulic oil tank 20 is pressurized by the pump 21 and flows into the piston chamber 11a via the switching valve 22. By switching the switching valve 22, the hydraulic oil is supplied to both sides of the piston 19a in the piston chamber 11a. act alternately to cause the plunger 19 to reciprocate. On the other hand, when the plunger 19 retreats (in the direction of arrow X), the air A flows through the check valve 17a.
The fuel F is sucked into the pressure intensification chamber 12 through the suction hole 17 which opens at 17', and at the same time, the fuel F is mixed with the pressure intensification chamber 12 through the injection valve 16 within the pressure intensification chamber 12. Next, when the plunger 19 moves forward (arrow Y
direction), the check valve 17a is closed and the initial fuel 1
The mixture of particles and air A is adiabatically compressed within the pressure intensification chamber 12, and is discharged into the pressure accumulation chamber 13 by opening the check valve 14a.

このようなプランジャ１９による吸入、圧縮。Inhalation and compression by such a plunger 19.

吐出の行程が繰返され、前記混合気は蓄圧室１３内で＾
温高圧化する。従って、該蓄圧室１３内で初期燃料１粒
子が高圧高温環境下で加熱され、前述した原理により急
速に蒸発微粒化し、噴射弁１８を介してエンジンＥに供
給される。またプランジャ１９の往復運動はエンジンＥ
により駆動されるポンプ２１により作動油を加圧してな
されるので、本発明を実施するために新たなエネルギー
を必要としないという利点がある。The discharge stroke is repeated, and the mixture is stored in the pressure accumulation chamber 13.
Increases temperature and pressure. Therefore, one particle of initial fuel is heated in the pressure accumulator 13 in a high-pressure, high-temperature environment, rapidly evaporates and becomes atomized according to the above-described principle, and is supplied to the engine E via the injection valve 18. Also, the reciprocating motion of the plunger 19 is caused by the engine E.
This is achieved by pressurizing the hydraulic oil using the pump 21 driven by the pump 21, which has the advantage that no new energy is required to carry out the present invention.

第４図は本発明に係る他の実施例を示すものであり、ピ
ストン室１１ａはホース２３を介してエンジンＥに接続
されており、その他の構成は第３図に示す実施例と同じ
である。この実施例においてはピストン室１１ａ内のピ
ストン１９ａはエンジンＥ初爆後の該エンジンＥの排気
圧により作動される。従って、この実施例は第３図に示
す第一の実施例と同様に燃料Ｆ＝１蒸発微粒化すると共
に、エンジンＥを一部改造してホース２３を接続するこ
とにより実現できるので、上述の第一の実施例と異りピ
ストン１９ａの油圧作動機構を必要としないという利点
がある。FIG. 4 shows another embodiment according to the present invention, in which the piston chamber 11a is connected to the engine E via a hose 23, and the other configuration is the same as the embodiment shown in FIG. . In this embodiment, the piston 19a in the piston chamber 11a is actuated by the exhaust pressure of the engine E after the first explosion. Therefore, this embodiment can be realized by evaporating the fuel F=1 and atomizing it as in the first embodiment shown in FIG. 3, and by partially modifying the engine E and connecting the hose 23. Unlike the first embodiment, this embodiment has the advantage that a hydraulic actuation mechanism for the piston 19a is not required.

尚、第３図及び第４図に示す各実施例はダブルアクショ
ン式のバレルの構成にしても良い。即ち、第５図に示す
ように、バレル１１には中央にピストン室１１ａｉ配し
、その両側には対称的に増圧室１２，１２’と蓄圧室１
３，１３’とが形成されており、−側の増圧室１２と蓄
圧室１３同志及び他側の増圧室１２′と蓄圧室１３′同
志は夫々逆止弁１４．１４’を介して互いに連絡されて
いる。Incidentally, each of the embodiments shown in FIGS. 3 and 4 may have a double-action barrel configuration. That is, as shown in FIG. 5, a piston chamber 11ai is disposed in the center of the barrel 11, and pressure increasing chambers 12, 12' and a pressure accumulating chamber 1 are symmetrically arranged on both sides of the piston chamber 11ai.
3 and 13' are formed, and the pressure intensification chamber 12 and pressure accumulation chamber 13 on the negative side and the pressure intensification chamber 12' and pressure accumulation chamber 13' on the other side are connected through check valves 14 and 14', respectively. are in contact with each other.

以上説明したように本発明によれば、増圧器の吸入行程
において増圧器内圧燃料を初期噴射すると共に空気を吸
入し、これらを混合させ、次（・で圧縮行程においてこ
れを断熱圧縮して蓄圧器に吐出１−１上記増圧器の吸入
、圧縮、吐出の行程を繰返し、蓄圧器内に高圧高温環境
を形成して該蓄圧室内で燃料を急速に蒸発微粒化させ、
こうして得られた蒸気状の燃料を高温空気と共にエンジ
ンに供給するので、容易に冷間始動が可能になる。As explained above, according to the present invention, during the suction stroke of the pressure booster, the pressure booster internal pressure fuel is initially injected, air is sucked in, these are mixed, and then in the compression stroke, this is adiabatically compressed to accumulate pressure. Discharge to the chamber 1-1 Repeat the suction, compression, and discharge strokes of the pressure intensifier to form a high-pressure and high-temperature environment in the pressure accumulator to rapidly evaporate and atomize the fuel within the pressure accumulator,
Since the vaporized fuel thus obtained is supplied to the engine together with high-temperature air, cold starting is easily possible.

【図面の簡単な説明】[Brief explanation of drawings]

第１図は本発明の詳細な説明する燃料の圧力と比体積と
の関係図、第２図は減圧沸騰型の燃料蒸発装置の概要図
、第３図は本発明に係る一実施例の構成を示す図、第４
図は他の実施例の概要図、第５図は第３図及び第４図の
変形を示す要部説明図である。 １・・・燃料タンク、２．　１６．　１８・・・噴射弁
、１２・・・増圧室、１３・・・蓄圧室、］９・・・プ
ランジャ、Ｅ・・・エンジン、Ｆ・・・燃料、Ａ・・・
空気。 出願人　ヂーゼル機器株式会社 代理人弁理士　渡　部　敏　彦 １１− 第１図Fig. 1 is a diagram showing the relationship between fuel pressure and specific volume to explain the present invention in detail, Fig. 2 is a schematic diagram of a reduced pressure boiling type fuel evaporation device, and Fig. 3 is a configuration of an embodiment according to the present invention. Figure 4 showing
The figure is a schematic diagram of another embodiment, and FIG. 5 is an explanatory diagram of main parts showing a modification of FIGS. 3 and 4. 1... fuel tank, 2. 16. 18... Injection valve, 12... Pressure boosting chamber, 13... Pressure accumulating chamber,] 9... Plunger, E... Engine, F... Fuel, A...
air. Applicant: Diesel Kiki Co., Ltd. Representative Patent Attorney Toshihiko Watanabe 11- Figure 1

Claims (1)

【特許請求の範囲】[Claims] １、増圧器の吸入行程において増圧器内に燃料を初期噴
射すると共に空気を吸入し、圧縮行程においてこれを断
熱圧縮して蓄圧器に吐出し、上記増圧器の吸入、圧縮、
吐出行程を繰返し、蓄圧器内に高圧尚温環境を形成して
燃料を急速に蒸発微粒化させるようにしたことを％徴と
する液体燃料の急速蒸発装置。1. In the suction stroke of the pressure intensifier, fuel is initially injected into the pressure intensifier and air is sucked in, and in the compression stroke it is adiabatically compressed and discharged to the pressure accumulator.
A rapid evaporation device for liquid fuel that is characterized by repeating the discharge stroke to form a high-pressure, still-temperature environment within the pressure accumulator to rapidly evaporate and atomize the fuel.