Internal-combustion engines – Charge forming device – Liquid fuel evaporating by submerged air supply
Patent
1997-02-05
1998-11-03
Solis, Erick R.
Internal-combustion engines
Charge forming device
Liquid fuel evaporating by submerged air supply
123590, F02M 1722, F02M 2904
Patent
active
058294171
DESCRIPTION:
BRIEF SUMMARY
BRIEF SUMMARY OF THE INVENTION
The present invention concerns a method for the admixture of air into fuel in an internal-combustion engine, before introduction into the combustion chamber, by which an improvement in fuel atomization is to be obtained.
BACKGROUND OF THE INVENTION
It has long been known that both the performance as well as the optimal combustion values of an internal-combustion machine, especially of an internal-combustion engine, are greatly dependent upon the mixture of fuel and air. Usually the mixture of fuel and air first takes place in the combustion chamber of the internal-combustion engine. But the concept of mixing air into the fuel even before the fuel reaches the combustion chamber is also known. For example, DE-A 2,639,920 discloses a fuel injector based upon a principle similar to that of a carburetor. According to JP-A 57/135,251, air is combined with the fuel in the fuel line, and the fuel/air mixture is produced in a mixer, arranged between the fuel pump and an injection pump, and subjected to high pressure, the mixture being sprayed into the combustion chamber at a pressure of about 200 atm. Whereas the admixture of fuel takes place under high pressure in the case of the last solution cited, FR-A 2,501,793 discloses a solution in which a regulator is arranged in the fuel line, which mixes fuel and air. This principle was published in an improved version in WO 92/13188.
This procedure, operating essentially on the venturi principle, has effected fuel savings and a performance increase, a reduction in pollutants and soot particles, both in passenger cars with gasoline engines and in diesel trucks. These advantages are exhibited essentially by all processes which result in an especially homogeneous fuel-air mixture. The more homogeneous the air distribution in the fuel, the better the combustion. If it is ensured that a very high number of extremely small air bubbles are dissolved in the fuel, the fuel reaching the combustion chambers through the injection nozzles will be atomized so finely that virtually no droplet formation will still be possible.
Although this approach exhibits extremely positive values relative to work, the process failed to prevail in practice. This process, namely, proved to be unreliable in practice. More precise studies showed that relatively large bubbles continually occurred in the system, which led to disturbances. The essential operating parameters for the achievement of the most homogeneous mixture possible of air and fuel, could not be stably set. In addition to the known operating parameters, namely, the viscosity, the temperature and the pressure; it proved to be the case in particular that the course of the fuel lines likewise had a significant influence upon bubble size.
It is consequently the task of the present invention to improve a process for the admixture of air into fuel in an internal-combustion engine prior to entry into the combustion chamber in such a way that the arising difficulties can be avoided and the most homogeneous fuel-air mixture possible produced.
This objective is achieved with a process of the initially cited type by the fact that a selective degassing of the air-fuel mixture takes place after the admixture of air and before the partially degassed mixture is sent to the combustion chamber. It was found that there must be assurance that unmixing takes place during the conveyance of the fuel-air mixture, which leads to the formation of relatively large bubbles. This danger is for example reduced by the fact that only the smallest air bubbles reach the line leading to the combustion chamber. It consequently makes sense for the selective degassing to take place on the basis of air-bubble size. The relevant simplest solution is one in which the selective degassing is achieved by passing the fuel-air mixture into a chamber where the mixture is held back for a minimal period of time under the action of gravity and relatively large bubbles rise to the top, the mixture being thereby degassed in part, while small bubbles rem
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