Internal-combustion engines – Charge forming device – Heating of combustible mixture
Patent
1985-01-14
1986-12-09
Peters, Jr., Joseph F.
Internal-combustion engines
Charge forming device
Heating of combustible mixture
123179H, 123298, 123556, 239133, B05B 124, F02M 2314, F02M 3102
Patent
active
046274057
DESCRIPTION:
BRIEF SUMMARY
STATE OF THE ART
The invention is based on the apparatus for injecting fuel into combustion chambers as generically defined hereinafter. In a known apparatus of this type (French Pat. No. 1 382 697), the fuel is conducted through a tubular heating device shortly before or after injection, in order thereby to maintain a temperature facilitating ignition. One disadvantage in this known apparatus is that heating of the fuel occurs before the fuel meets the combustion air, and another is that the virtually divergent conditions for cold-start heating and for constant heating during operation must be satisfied with merely a single heating element. When fuel alone is heated, it is absolutely necessary that the heating temperature not be too high, so as not to cause decomposition of the fuel in the absence of combustion air and subsequent carbonization, or even carbonization in the vicinity of the first air inlet--that is, at the injection port--because of the sudden availability of combustion air, which can cause a change in the injection port and in every case has extraordinarily disadvantageous effects on the course of combustion in the combustion chamber. The quantity of fuel to be injected is a function of the pressure and the cross section, and it is metered in accordance with a predetermined quantity of combustion air in the combustion chamber. As soon as changes in the predetermined fuel/air ratio occur as a consequence of changes in the cross section of the injection port, this has a direct effect on the quantity of combustion; that is, the fuel/air mixture is either too lean or too rich.
Heating the fuel prior to its emerging from the fuel injection nozzle results in a change in volume even before its passing through the injection port, so that fewer units of heat are available per unit of volume in the heated and therefore expanded fuel than is the case with a cold fuel, which has a smaller volume.
A further disadvantage of this known system is that warm fuel is injected into cold air, which is substantially poorer in terms of homogenizing a fuel/air mixture than is the case when cold fuel is injected into warm air. In the latter case, the fuel is gasified by being heated and is capable of mixing intimately with the air. In the first case, contrarily, the possibly pre-gasified fuel particles condense again and are drawn together by liquid adhesion, thereby losing their force, so they no longer travel deep into the combustion chamber. As a result, the mixture formation is poorer in quality, because not all the charge of fresh air takes part in the mixture formation and combustion process.
These disadvantages have a particularly pronounced effect if the heating is intended to take place intermittently and/or to a variable extent. For the internal combustion engine, the fuel/air mixture is adjusted at a predetermined ratio, and in this known system this ratio becomes inaccurate, depending on the degree and duration of heating. The other substantial disadvantage of this known system is that on the one hand, such a system must briefly and effectively produce a high heat output during starting and when the combustion chamber is cold, which output must then be shut off after the combustion chamber (that is, the engine) has warmed up. To this end, the heating device must have a high wattage and relatively large heating surfaces. The other demand also made of such a heating device is quite different, when it is additionally intended to improve combustion during continuous operation. This may be necessary at very low ambient temperatures, for example, but it may also be provided in the field of oil burning, to generate a blue flame.
In contrast to the cold-start heating device, a heating device for continuous operation should have the lowest possible wattage or power and should have a heat-storing effect. The demand for the smallest possible power consumption is primarily based on energy consumption but secondarily on the energy-dependent wear as well. A storage effect is particularly desirable in internal combu
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European Patent Office, #102507, Inventor Imhof et al, Assignee Bosch.
Grunwald Werner
Imhof Ernst
Komaroff Iwan
Reum Helmut
Schmid Gunther
Greigg Edwin E.
Peters Jr. Joseph F.
Robert & Bosch GmbH
Weldon Kevin Patrick
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