Internal-combustion engines – Charge forming device – Heating of combustible mixture
Reexamination Certificate
1998-04-22
2001-10-09
McMahon, Marguerite (Department: 3747)
Internal-combustion engines
Charge forming device
Heating of combustible mixture
Reexamination Certificate
active
06298834
ABSTRACT:
TECHNICAL FIELD
This invention relates to the field of fuels and fuel burning systems which power internal combustion engine-driven devices. More specifically, this invention relates to a fuel vaporizing attachment for a liquid fueled internal combustion engine which enables the improved burning of conventional and alternative fuels so as to significantly reduce the emission of pollutants into the atmosphere.
BACKGROUND ART
In the field of fuels and fuel burning systems, significant research and development is being undertaken to improve the burning efficiency of conventional fuels such as gasoline, diesel and blended fuels, typically used in the operation of internal combustion engines. The focus of this research is in the development of combustion engines which are powered by conventional gasoline and diesel burning fuels, as well as those which can be powered by alternative fuels, particularly methanol and ethanol. The ultimate objective is the creation of an engine which has an optimized fuel burning efficiency and which produces emissions that are free or nearly free of harmful pollutants or which is capable of operation using conventional or alternative fuels. Exemplary of such research is Daimler-Benz's introduction fuel-cell powered, pollutant-free Minivan prototype in 1996, as described in June 1996 issue of the
Hydrogen & Fuel Cell
Letter, Vol. XI, No.6.
Notwithstanding such research in alternative energy vehicles, there remains significant potential for the application of conventional fuels given a fundamental understanding and proper application of fuel burning principles. These fundamental principles are derived from the first law of thermodynamics and what is common known today as the “Carnot Cycle”. Briefly stated, this concept provides that the efficiency of a fuel burning engine can be expressed as a ratio of two temperatures T
in
(temperature of air/fuel mixture immediately before combustion) and T
ex
(highest temperature of mixture reached during the combustion process). In turn, the maximum efficiency for an engine operating between these two temperatures can be expressed by the equation:
Efficiency
=
1
-
T
ex
T
in
Given this relation, it is clear that the lower the value for the input temperature, T
in
, and the greater the difference between T
ex
and T
in
, the greater the efficiency of the combustion engine.
Other research performed in the area of fuels and fuel burning systems have not yielded the desired results. The problems which have slowed the evolution of such engines have tended to focus about ineffective fuel conversion methods, inefficient fuel burning and inconsistent emissions results which are a logical result of inefficient fuel conversion and fuel burning. Among the devices typical of this art are those disclosed in the following U.S. Patents:
U.S. Pat. No.
Inventor(s)
Issue Date
4,201,167
R. I. Bayley
May 6, 1980
4,244,188
J. R. Roy
Jan. 13, 1981
4,350,133
L. Greiner
Sep. 21, 1982
4,333,739
A. M. Neves
Jun. 8, 1982
4,407,238
H. Yoon
Oct. 4, 1983
4,419,967
A. C. Protacio, et al.
Dec. 13, 1983
4,429,534
J. R. Joy
Feb. 7, 1984
4,480,622
P. H. Hoffman
Nov. 6, 1984
4,499,863
H. S. Gandhi, et al.
Feb. 19, 1985
4,716,859
A. König, et al.
Jan. 5, 1988
4,762,093
R. W. McCabe, et al.
Aug. 9, 1988
5,040,518
M. W. Hamm
Aug. 20, 1991
5,140,966
M. L. Wong
Aug. 25, 1992
5,325,836
D. V. Orzel, et al.
Jul. 5, 1994
5,372,115
R. D. Straub, et al.
Dec. 13, 1994
The fundamental concepts underlying the majority of these prior art devices fail to consider the utilization of conventional fuels and are predicated on the requirement that methanol or ethanol based fuels be utilized in operation of the internal combustion engines of conventional motor vehicles. The '167patent issued to Bayley, the '188 and'534 patents issued to Joy, the '238 patent to issued Yoon, the '133 patent issued to Greiner, the '739 patent issued to Neves, the '967 patent issued to Protadio, the '863 patent issued to Gandhi, the '859 patent issued to König, the '093 patent issued to McCabe and the '115 patent issued to Straub, are exemplary of the devices relying on such concepts. None of these devices are adaptable for use in combustion engine systems which utilize conventional benzene-based fuels. Consequently, none of these devices can be retrofitted onto existing engines. As these devices fail to consider the continued use of benzene-based fuels, they also fail to address the resource and environmental concerns raised by continued use of benzene based fuels. None of these devices are fabricated to be adapted to the engines of vehicles capable of using more than one fuel type. Moreover, several of these devices require the inclusion of numerous and/or distinct parts not heretofore utilized on conventional combustion engines such that expensive and/or extensive adaptations are required for their use in internal combustion engines in use on the roads today.
The most relevant of the devices in the prior art are those disclosed in the '622 patent issued to Hoffman, the '518 patent issued to Hamm, and the '66 patent issued to Wong. The Hoffman device consists of a longitudinal, centrally disposed tube having a series of smaller tubes disposed about its outer surface. Conceptually, the Hoffman device is distinguishable from the present invention as its operation is not only contrary to that of the present invention as well as the principles supporting the Carnot cycle.
In operation, the Hoffman device requires that the air be heated by exhaust gases before mixing with the fuel and again after mixing when it is in combination with the fuel. Vaporization then occurs when the mixture is passed through the peripherally disposed smaller tubes and exposed to heat emanating from exhaust gases which are flowed through the central disposed tube. The steps of pre-heating the air both before mixture and at vaporization elevates the pre-combustion temperature of the air-fuel mixture such that the pre- and post-combustion temperature differential is reduced and the burning efficiency, as described by application of the Carnot cycle, is reduced.
Practically, the Hoffman device is also ineffective as a vaporizer as the disposal of the heated fuel mixture in a series of tubes disposed about the periphery of the device fails to insure the continued vaporized fuel state of the mixture. It fails to enable the vaporization of the fuel mixture in specific and numerous locations, such as in the individual ports of the multiport fuel injection systems which are being fabricated for the engines of vehicles for today and in the future. Moreover, the Hoffman device fails to provide a manner for vaporizing fuel proximate its entry into the air flow and cannot be adapted to fuel systems which use alternative fuels to power the engine.
The Hamm device includes a plurality of tubes having a plurality of fins disposed in a perpendicular relation relative to the plurality of tubes. Exhaust gases passing through the tubes heats the tubes and fins as fuel and air is passed over the fins and over the tubes. The Hamm device is ineffective as a complete fuel vaporizer as the fin-and-tube arrangement is inefficient in vaporizing fuel. Structurally, it makes no provision for a uniform exposure of heat to the fuel passing between the fins. It fails to avoid the accumulation of fuel on either or both the fins and tubes from a failure in vaporization. The Hamm device fails to provide a manner for vaporizing fuel before mixing with the air flow of the motor. It is also unadaptable for use with fuel systems powered by alternative fuels.
The Wong device is distinguishable in that it requires the use of a computer for regulation of the fuel mixture composition, an ultrasonic transducer to initially break-up the liquid prior to vaporization, and other adaptations of component parts to insure its operability. Similarly, the Wong device fails to provide for a manner for vaporizing fuel proximate its entry into the air flow of the motor. It, too, is unadaptable f
Hamilton Randall S.
Scalia, Jr. William H.
Thead William H.
McMahon Marguerite
Safe Energy Systems, Inc.
Womble Carlyle Sandridge & Rice
LandOfFree
Fuel vaporizing attachment for liquid fueled internal... does not yet have a rating. At this time, there are no reviews or comments for this patent.
If you have personal experience with Fuel vaporizing attachment for liquid fueled internal..., we encourage you to share that experience with our LandOfFree.com community. Your opinion is very important and Fuel vaporizing attachment for liquid fueled internal... will most certainly appreciate the feedback.
Profile ID: LFUS-PAI-O-2560283