JP2009540214A - Improving internal combustion engine performance - Google Patents

Abstract

To improve the performance of an internal combustion engine by enhancing power output, efficiency and ability to support alternative fuels, reducing exhaust harmful to the environment.
An internal combustion engine with fuel injection is supplied with a portion of the fuel, and the fuel is injected into a cracking reactor chamber that also receives air at room temperature to sustain cracking of the injected fuel. In order to achieve this, fuel heated by waste heat from conventional engine components in normal operation, cracked, gasified and mixed with air as a continuous fuel / air stream at a temperature not exceeding room temperature, Output to the engine intake. The fuel portion is diverted from a conventional fuel supply (79 ') from a single tank or is supplied from an additional tank of alternative fuel. The component that releases waste heat is an engine coolant or an exhaust manifold, depending on the volatility of the fuel. Alternatively, the first cylindrical section of the reactor is mounted on the intake of a conventional turbocharger, allowing the charger to provide heat to sustain cracking, essentially forming the second section of the reactor chamber Can be made.
[Selection] Figure 16

Description

[Related applications]
The applicant claims priority to provisional application 60 / 690,670 filed on June 15, 2005, the disclosure of which is incorporated herein by reference.

  The present invention provides internal combustion engine performance by supplying fuel and compressed air gasified by cracking, for example, enhancing power output, efficiency, alternative fuel handling capability, reducing environmentally harmful emissions The present invention relates to a system and an apparatus for improving the above.

  Numerous attempts have been made over the years to improve the performance of road vehicle internal combustion engines by heating some or all of the fuel to high temperatures, either before or after vaporization and / or injection, to promote fuel evaporation. However, all of this provides only a portion of the fuel supply required during engine operation as a liquid at room temperature to a fuel cracking injector operating at high pressure, fuel cracking, and cracked and gasified fuel. At the same time, adding waste heat energy from conventional engine components that are normally operating at high temperatures to sustain cracking, and cracked fuel / air mixture, Supply directly to intake manifold to burn with remaining fuel supplied to the engine during operation at a relatively low temperature not exceeding room temperature , Way it does not teach that.

  In addition, a device for supplying compressed air, well known as an enhanced induction device, has been widely used for many years in commercial applications, both as conventional turbochargers and spargers, in both diesel and high-performance gasoline engines. However, these devices require delays in operation ("spooling time / delay") and / or interference with fuel flow in the intake manifold and so-called "intercoolers". There are various disadvantages such as intake overheating.

  In addition, many attempts have been made to provide an internal combustion engine that can be operated efficiently with alternative fuels with little or no modification, but the previous proposals also include various implementation or operational issues. There are practical disadvantages.

  An example of a conventional approach is disclosed in PCT / IL03 / 00549 filed on Jul. 1, 2005 and inherited as US Patent No. 2005/0279334, the disclosure of which is hereby incorporated by reference. Incorporated herein. However, this reference patent preheats a portion of the fuel required for engine operation under pressure prior to injection, and the fuel portion is, for example, between 60 ° and 100 °, more preferably 70 ° to 85 °. In the meantime, the temperature is increased to a multiple of the average temperature and is injected into the air intake.

  A disadvantage of the teaching of the aforementioned patent publication is that fuel preheating under pressure prior to injection results in an undesirable change in fuel chemistry. This is why the previous system is not suitable for diesel fuel.

  Furthermore, while the teachings of the patent aim to achieve a slim air / fuel mixture during cruise (high lambda) and thereby improve fuel efficiency, this approach does not work for diesel. Vaporization is different and cannot be used for alternative fuels. In addition, since the fuel / air mixture delivered to the intake is considerably hot, the oxygen concentration is reduced compared to the unheated fuel / air mixture, resulting in lower potential combustion efficiency.

  The object of the present invention is to overcome or improve at least some of the disadvantages associated with conventional fuel delivery systems and / or conventional air boosters to improve engine performance and facilitate the use of cost effective alternative fuels. It is to be. Another object of the present invention is to supply an unheated part of the engine fuel to the intake manifold of the internal combustion engine in a gasified fuel / air mixed state at a relatively cool temperature (room temperature), High-pressure injection and sudden pressure reduction to cause cracking, and the energy obtained from the waste heat of normal operation of the engine components is then cracked into the cracked fuel after injection without significant temperature rise from normal temperature. And improving the performance of the internal combustion engine by adding a sufficient amount to sustain gasification.

  The liquid fuel supplied to the injector at high pressure is not heated and undesirable changes in the fuel chemistry do not occur. The fuel / air mixture delivered to the intake is at ambient temperature or lower and the oxygen concentration is already relatively high, increased by fuel cracking, not only improving the combustion efficiency of the cracked part, but also being cracked There is no conventional main part supply fuel combustion efficiency.

  Part of the liquid fuel is injected into the inlet of the gasification chamber of the cracking reactor, which also has an air intake at normal temperature and high pressure (eg, 3-4 atmospheric pressure / bar), and the injected fuel / The fuel stream formed by the air mixture receives the waste heat energy released from the engine coolant, engine exhaust, or engine turbocharger, depending on the fuel evaporation pressure, and is connected to the intake manifold. Through the outlet, a cracked gasified fuel / air stream at ambient temperature or lower is fed. In the case of a turbocharger, a 70% to 80% drop in temperature in the fuel / air mixture manifold can be obtained as a numerical measurement compared to the case where a conventional turbocharger is used.

  For a conventional engine without a turbocharger, the manifold temperature drop is about 30-40%.

  For turbocharged diesel engines that also use alternative fuels, the reactor and gasification chamber can actually be made larger inside the engine turbocharger itself, and the alternative fuel is the turbocharger air. Injected at high pressure during intake. The turbocharger is very hot during operation and provides a source of thermal energy that sustains cracking of the fuel stream through the charger.

  Also, for any fuel droplets that may be incompletely cracked due to pressure drop during injection, heat is conducted by the effects of hot chamber walls and / or heated air, resulting in additional temperatures. Bring cracking.

  The engine fuel portion may be diverted from the main fuel tank or supplied from a tank for alternative fuel added to the main fuel tank.

The present invention includes a system for improving the performance of an internal combustion engine,
The system
A fuel cracking reactor including a chamber having an inlet and an outlet;
Means for connecting an air supply to the intake;
A fuel cracking injector for the cracking reactor, arranged to inject fuel at high pressure into the inlet;
Means for connecting the outlet to an intake manifold of an internal combustion engine;
Means for supplying waste heat to the chamber from the engine components selected during normal operation;
Means for supplying a portion of the engine fuel to the cracking injector at room temperature;
a) engine temperature detecting means for detecting the temperature of the engine coolant;
b) means for detecting any position of the engine accelerator pedal and the throttle valve position; and c) means for detecting the type of fuel in the engine fuel tank,
A computer control system connected to receive signals from,
Including
The computer control system is programmed to initiate operation of the injector and throttle valve in response to receiving from the engine temperature sensing means a signal suitable for a minimum engine temperature for operating the reactor injector; The injected fuel portion is mixed with air and the thermal energy supplied from selected engine components maintains continuous cracking and gasification within the chamber, which is taken as a continuous gasification stream at room temperature. Sent to manifold.

  In one embodiment, the means for conveying a portion of the engine fuel to the reactor injector diverts such fuel portion from the engine fuel supply.

  In another embodiment, the fuel delivery means supplies the portion of fuel from the additional source of alternative fuel in the additional engine alternative fuel tank to the reactor injector, and determines the amount of fuel present in the alternative engine fuel tank. A fuel level sensing means is connected to the computer for sensing.

  Preferably, one of the electrical speedometer and the main engine fuel injector vacuum sensor is connected to a computer, and the signal received from the accelerator pedal by the computer indicates that the accelerator pedal is depressed, Or, if the signal received from the speedometer indicates that the vehicle powered by the engine is in a steady state, the computer will wait approximately 2-4 seconds before activating the cracking injector. Delay time is provided. This delay typically prevents excessive torque on the gearbox and ensures that the vehicle is traveling at a moderate speed.

  In a gasoline engine, the computer is connected to an oxygen sensor and programmed to detect the oxygen level.

  In a preferred embodiment, the reactor chamber is elongated and has an inlet and outlet at each longitudinal end so that only the mostly gasified fuel mixture flows out through the outlet. Has been.

  The number and size of injectors and reactor chambers can be increased depending on the size of the engine.

  A vehicle battery powered cold start electrical heating element can be operatively incorporated or associated to warm a small amount of conventional main supply fuel for a few seconds prior to engine start.

  The apparatus or air booster for supplying compressed air includes a compressed air tank or direct supply pump filled with an electric pump, and valve means driven by a computer in accordance with engine operating parameters. When in (BDC), a fixed amount of pressurized air can be fed into each cylinder head from the tank or directly from the pump. Alternatively, air can be pumped directly into the reactor chamber. Such an approach avoids both the spooling delay or time difference normally associated with conventional turbochargers and the disruption of fuel flow normally associated with superchargers mounted in the fuel path in the intake manifold. . In addition, if the air booster operates for only a few seconds at a time during power mode acceleration, an intercooler is usually not required. The air supply is controlled by a computer and operates only when the engine operates under high load, while the conventional turbocharger operates continuously.

  The entire system can be retrofitted into a conventional gasoline or diesel automobile engine of almost any size.

  Alternatively, instead of induction with reduced manifold pressure, compressed air can be injected directly into the inlet of the reactor chamber.

  The overall system of the present invention is an addition to a conventional engine fuel supply / combustion system that can be retrofitted to existing conventional engines and fuel supply systems without interfering with the operation of existing conventional components. It will be understood that it is possible. However, conventional engine operation and fuel delivery systems are controlled by a computer in response to signals received from sensors that sense various operating parameters such as oxygen level, intake / inlet pressure, and accelerator pedal position. Since these operating parameters will be affected by the system of the present invention, the corresponding signal will be received by the conventional computer as well as the computer of the system of the present invention. It will affect the engine operating conditions determined by the system. For example, if the fuel supply through the reactor increases and the power demand decreases, the fuel supply by the conventional pre-existing system will be reduced as a result of the signal received by the computer of the conventional system.

  Although described as a retrofit system, the system could also be incorporated by an OEM, for example using a single computer.

  According to another aspect, the present invention provides a thermally conductive material having an air intake opening and a fuel cracking injector at one longitudinal end and a cracked fuel / air mixture outlet at the opposite longitudinal end. A fuel cracking reactor comprising an elongated chamber of material and a heat exchange device including a central axial spine-like metal strip extending axially along the chamber from one end, the strip comprising heat exchange reflective fins The rows have facing surfaces extending from each side, and the fins are diagonally spaced from the backbone strip in an axially spaced parallel relationship with one end across the chamber toward the opposite chamber wall. The fins are mixed with respective free ends extending outwardly from the spine-like strips to the opposite chamber walls. A vortex is created, at least the second and third fins from one end have fine mesh screens arranged axially to each other and to the free end of the first fin, and are finely atomized. Only gasified fuel and air are easily passed through the mesh directly to the outlet, and larger droplets with molecules with insufficient cracking are redirected into the vortex by the mesh, chamber walls and fins. Can be further heated to extend the residence time in the chamber and expose it to further cracking, atomization, and gasification processes.

  In order that the present invention may be readily understood, specific embodiments thereof will now be described by way of example only with reference to the accompanying drawings.

It is a schematic perspective view from one direction which shows the main components of 1st embodiment of this invention. It is an expansion perspective view of the low-temperature fuel preheater integrated in the fuel rail. FIG. 3 is a diagram cross-sectional view of the preheater of FIG. 2. FIG. 2 is a small scale view similar to FIG. 1 with the manifold lifted up and a second stage with the reactor chamber omitted. It is the perspective view which looked at FIG.1 and FIG.4 from the side (2nd stage with which the reactor chamber was abbreviate | omitted). It is the diagram which made the cross section of a part of reactor chamber. It is a perspective view of 1st embodiment of the 2nd stage by which the reactor chamber is arrange | positioned. It is sectional drawing of the fuel flow control valve | bulb of FIG. FIG. 4 is a perspective view from another direction showing the main components, in particular the air compressor or booster (second stage with the reactor chamber omitted). It is a perspective view of the present invention showing the position of an air booster. 2 is a partial view of the present invention showing components of an air compressor or booster adjacent to an engine block. FIG. It is a diagram sectional drawing of a cylinder which has a connection part to an air compressor or a booster. FIG. 5 is a perspective view of another air port device for an air compressor or booster. FIG. 4 is a perspective view showing the main components of a second embodiment of the present invention for a diesel engine using alcohol as an additional alternative fuel, where the turbocharger provides heat to sustain cracking and the intake duct is substantially cracking reaction It forms the downstream part of the cracking and gasification chamber of the device. FIG. 5 is a diagrammatic cross-sectional view of a methanol injection site having two injectors mounted on a cylindrical cracking chamber portion on the intake of a turbocharger. It is a diagram of a turbo gasoline reaction system. 1 is a diagram of a diesel reaction system. It is a diagram of a turbo diesel reaction system. It is sectional drawing in the orthogonal plane of another embodiment of a cracking reaction apparatus. It is sectional drawing in the orthogonal plane of another embodiment of a cracking reaction apparatus. It is a fragmentary figure of the fin of the heat exchange apparatus of a cracking reactor. 2 is a schematic graphical representation showing the relative change in temperature of the fuel / air mixture discharged from a turbocharger including a reactor. FIG. 4 is a schematic graph representation showing the relative change in temperature with only air passing only through a conventional turbocharger (no reactor). It is a graph which shows the increase in the output of the turbo diesel (MFS molecular fuel system) of this invention compared with the conventional turbo diesel.

  As shown in FIG. 1, the main components of the system are retrofitted to them, including a cryogenic liquid fuel preheater 11 as a fuel rail, a fuel cracking and gasification reactor 12, and lower temperature heating, A first stage device 13 that outputs to a second stage device 14 (see FIG. 6) that performs higher temperature heating, an air regulator 16 for a fuel cracking reactor, a fuel flow control valve 17, and an air compressor or booster 18 And are included.

  As shown in more detail in FIGS. 2 and 3, the cryogenic liquid fuel preheater 11 is a heat exchanger that includes a cylindrical housing 21 that has an axial internal passage 22 through which the hot radiator fluid is passed. The passage is surrounded by a jacket-shaped chamber 23 that receives the liquid fuel to be preheated, and the chamber is directly connected to each fuel injection nozzle 25 mounted in each intake manifold path. It has an outlet 24. The fuel inlet 27 and the outlet 28 are respectively an output port 32 of the fluid flow regulator 17 that receives fuel from the fuel tank via the fuel line 35 by the fuel supply and return lines 29, 30; It is connected to a fuel return line 36 extending from the bottom port 39 of the regulator to the tank. In one embodiment, the return line 30 includes an electric cold start heater 40 having a discharge line 31 for heated fuel that extends directly into the intake manifold. The return fuel line 30 is formed adjacent to the preheater with a constriction or 0.2-0.3 mm venturi diameter to keep the heat exchanger full of pressurized and properly preheated fuel and vaporize. It enables safe fuel heating without stopping the heated fuel from returning to the tank. The constriction also allows any accidentally generated steam to be sent back to the fuel tank.

  The high-temperature radiator fluid is circulated through the low-temperature stage 13 of the cracking and gasification reactor 12 and then supplied to the passage 22 by the fluid line 42, and the low-temperature stage is supplied by a fluid line 43 tapped to the radiator hose 44. The supplied and engine heated fluid returns to the radiator 45. After passing through the heat exchanger, the chilled radiator fluid returns to the engine block through fluid line 46. The maximum temperature of the fuel is limited to about 80 ° C.

  As shown in FIGS. 6 and 7, the hot fuel cracking / gasifier 12 includes a first stage cold heat exchanger 13 heated with a radiator fluid and a second hot stage heated with exhaust manifold gas. 14 and the like. (Alternatively, in the version of the diesel engine shown in FIG. 14, the cracking / gasification reactor is included in the existing engine turbocharger itself.)

  The first stage housing includes a lower housing block 51 having a heated fluid passage 54 with intakes and discharges connected to fluid lines 43 and 42, respectively, a forward heating chamber 55 and fuel in the chamber. And an upper housing part having a fuel injection nozzle 57 mounted in the rear for injecting fuel. The fuel passes through a fuel line 59 extending to the upper port of the upper body portion of the fuel control valve 17 and is sent to the nozzle 57 via the connection fitting 58, and the air passes through the port 60 from the air regulator 16 via the air line 61. Introduced through. Furthermore, an electric heating element 82 is mounted on the upper housing for a cold start drive with a duration of about 3 seconds. The heated cracking chamber is provided with a mesh 62 to increase the effective surface area in contact with the fuel for efficient heat exchange. In practice, the maximum temperature of the fuel reaches about 80-90 ° C. The front discharge port of the chamber is connected to the second stage 14 by another heat exchanger formed by the finned tube 63. The liquid fuel is injected into the reduced pressure region at a high pressure (2.5 to 3 atmospheric pressure), causing a pressure change, cracking expansion occurs, and an endothermic reaction occurs. Heat supplied to the chamber provides energy to sustain the cracking reaction.

  The second stage 14 includes a first exhaust gas receiving chamber section 65 with intake and discharge ports 67 and 68 each connected to a bore in the exhaust manifold 69 and a common heat transfer with the first chamber. A housing 64 having a second fuel cracking, expansion, and gasification chamber or section 66 separated by a conductive wall. The second chamber receives axially a cylindrical screen 70 which is closed at the front end and has a rear intake for receiving the fuel / air mixture from the heat exchange tube 63. The screen has openings 71 with a diameter of 0.3 to 0.5 mm, and the number of openings is calculated to obtain the same amount of air flow as without the screen. The screen serves to promote complete dispersion of the fuel droplets, increase heat exchange by increasing the contact surface area, and propel the fuel toward the hot wall. To obtain high thermal conductivity, the screen and other internal components should be made of aluminum, and the drill fittings on the manifold should be stainless steel to ensure strength. Any material used should not become incandescent at 400-500 ° C., the temperature reached in the second stage. In this chamber section, most of the fuel was gasified by continuous cracking and was negatively charged by injection into the first stage, and the engine block was also negatively charged, so it was reduced With the help of pressure, droplet formation is further suppressed or prevented. As with the first stage, exhaust heat prevents the gasified fuel from becoming too cold as a result of cracking and expansion, preventing continuous cracking. Most of the gasified fuel is at a temperature of about −2 or −3 ° C. from the discharge port to the throttle intake 75 of the intake manifold downstream of the throttle valve via the second finned heat exchange pipe 73. Flowing.

  It will be appreciated that the open end of the throttle intake is typically coupled to an air filter (not shown for clarity) to take in fresh air.

  As shown in FIG. 8, the fuel flow control valve or regulator 17 includes upper and lower perforated cylindrical metal blocks 37, 38, each joined by an annular seal. The upper block has a set of four ports 32 arranged in a cruciform manner communicating with a cylindrical outer chamber 110 formed within the upper block and is pumped from the fuel tank 79 through line 35. Fuel is received through one port 32 and fueled through fuel lines 29 and 59 to the first and second preheaters, 11 and 12, respectively, via the other two ports extending across it. Is sent out. The fourth port is closed. The internal vertical cylindrical valve body 111 incorporates a pressure relief valve formed by a spring 113 that biases the ball member 114 toward the valve opening 115, which has a fuel pressure in the outer chamber of about 3 atmospheric pressure. When it exceeds, the fuel flows into the valve body 111, and the fuel flows out through the vertical hole 113 in the lower block through the port 39 and returns to the tank via the return fuel line 36/78. The return fuel line 30 from the low temperature preheater 11 is connected to the return fuel line 36/78. The remaining ports of the lower block 38 are closed.

  Air flow controller 16 includes solenoid actuated valves that each receive air from air filter 85 and supply air to port 60 of first cold stage 13 of preheater 12 via air line 61. It has the valve body 81 provided with the air input connection metal fitting 82 and the output connection metal fitting 83 which were connected. A control signal line 86 connects the actuating solenoid 87 to the computer 20.

  As shown in FIGS. 9 to 13, the air compressor or booster 18 includes an electric pump driven by a vehicle battery, and the pump fills one abnormal tank 90 with compressed air. The tank output is connected via a respective air line 91 and a solenoid valve 92 to a spring biased non-return valve 95, which is connected to the intake of each cylinder head 97. It is inserted into a hole 96 on the intake valve side of the spark plug 100 between the valve 98 and the exhaust valve 98 ′. Adjust the pressure inside the cylinder with the strength of the spring.

  In the modified version shown in FIG. 13, the unit 101 incorporating the air valve 102 in the spark plug holder 103 eliminates the need for a separate hole in the cylinder head.

  The sequential operation of the solenoid valve is controlled by a computer 20 connected to the valve by each signal wiring 104.

  With further signal wiring, the computer 20 is coupled to the oxygen sensor 106 and receives measurements from the sensor, and is coupled to the ignition 108 (at wiring 105) and to the injector of the preheater 13 (at wiring 107).

  In a typical start-up sequence, when the ignition key is inserted into the ignition 108, the computer turns on a red warning lamp (LED) (not shown) and activates the cold start heater 40 via the control signal line. A signal is sent to preheat a small amount of fuel (eg, 20-25 mg) to a predetermined temperature for about 3-5 seconds and then turn off the warning lamp. Thereafter, the driver turns the ignition key to start the engine. In response, the computer assigns a warm-up operation of approximately one minute while comparing the temperature of the radiator fluid with the radiator fluid circulating through the low temperature stage 13 of the gasifier 12. When the fluid temperature reaches about 60 ° C, the second atomization stage is approximately 200-300 ° C.

  The computer adjusts the lambda (air / fuel ratio) from the oxygen sensor reading and throttle position, thereby controlling the supply of fuel sent to the preheater 11 and the gasifier 12. The computer 20 is operably connected to a conventional vehicle computer that responds to a signal representing an increase in the degree of vacuum sensed as a result of a throttle depression requiring power. The fuel injection response from the 11 fuel rails is increased, and at the same time, the computer activates the solenoid valve in response to the oxygen content sensed by the oxygen sensor, to the individual cylinders (corresponding to the power mode). Increase the supply of compressed air and lower the supply to zero (corresponding to the performance in Econo mode) in response to the lower vacuum pressure of the cruise state, in this state the fuel from the fuel rail The injection is almost zero and the fuel supplied to the engine is only atomized by the gasifier 12 and sent through the throttle intake. . The heat supplied to the fuel rail depends on the operating temperature of the engine, and the elevated temperature and pressure of the fuel in the rail is determined by providing a constriction or a 0.1 to 0.3 mm venturi diameter in the return fuel line. Maintained by limiting the return flow to the fuel tank. The maximum allowable temperature depends on the type of fuel and is about twice the pressure of atmospheric pressure, 70-90 ° C for gasoline and about 80-100 ° C for alcohol. It becomes possible to overheat without evaporating.

  The cracking process releases more oxygen, hydrogen, and carbon from alternative (methanol-based) fuels, increasing complete burnup, while reducing the temperature of the fuel entering the cylinder from the gasifier. Oxygen concentration increases.

  Figure 2 shows a general performance data comparison table comparing the exhaust gas of the system of the present invention with M85 and 100 gasoline to that of a standard gasoline-operated engine without a preheating step or air booster.

MFS (M85) Regular gasoline engine MFS (100GAS)
CO 0.01ppm 0.50ppm 0.01ppm
HC 20 650 20
NOX 175 3500 400
CO ₂ 13 16 12.5
Lambda 1.15 1.00 1.29

  It is clear that there is a considerable positive impact on the environment with regard to reducing the exhaust gas concentrations of CO, HC and NOX.

  Traditionally, the consumption of M85 (85% methanol, 15% benzene) required for a given power output has been much greater than gasoline because the caloric value of methanol is significantly lower than gasoline / petroleum. However, the gasifier / atomizer of the present invention is sufficiently effective to improve combustion efficiency / integrity and thus increase the power output of methanol at least as high as gasoline of a standard engine. Even when methanol with no benzene added is used to improve the power, it is possible to obtain the same power output as gasoline in conventional engines. As a consequence, when using gasoline, fuel efficiency can be improved, for example, from 24 m.p.g. to 36 m.p.g. for conventional engines, as a result of the enhanced atomization and other attributes of the present invention.

  In application to diesel and methanol type engines as shown in FIG. 14, a cylindrical initial reactor chamber section 124 having an injector for methanol is provided between the air filter intake 85 'and the intake of the turbocharger 125. Installed between. The fuel distribution box 123 divides the additional supply of alternative fuel species methanol from the additional tank into three branches (1 to 3 depending on the size of the engine) connected to individual injectors arranged at 120 degree intervals To do. The heat generated in the turbo-this heat reaches about 1000 degrees Celsius (without the influence of the reactor), which is transferred to the fuel / air stream drawn through it. Due to the action of the reactor, the temperature of the turbo is lowered to about 200 degrees Celsius, the output of the fuel / air mixture is lowered to about 10-20 degrees Celsius to room temperature (no conventional intercooler is required), and oxygen utilization is increased As a result of the increase in enrichment or density due to cracking and lowering of fuel temperature, engine efficiency is improved as compared with conventional turbo operation. Furthermore, this decrease in temperature extends the life of the turbo. Each injector is controlled by a computer and operates for 2-3 milliseconds. Providing several individual injectors can facilitate calibration to the engine to maximize cracking / gasification. The size and number of injectors are calculated based on the engine size.

  In diesel, in addition to a main tank (not shown) of diesel fuel, a separate tank of alternative fuel is provided, and only the alternative fuel is supplied through a turbo and injector (s).

  The system computer is not linked to a conventional computer in the vehicle, but the conventional computer increases or decreases the amount of fuel supplied to the conventional injector in a manner that complements the system computer, and the reactor. Any shortage or excess of power resulting from a decrease or increase in fuel delivered to the injector will be compensated.

  For example, when large engine power is required, this reactor system alone may be able to draw insufficient power, and conventional computers detect power shortages and increase the fuel supply to conventional injectors. To do. In low power mode, if the power drawn from the reactor system is sufficient, the main computer will reduce or stop the fuel supply to the conventional injector.

  Cold start is only used for diesel (no electric preheating). When the system computer senses that the engine temperature has risen sufficiently, it activates the reactor injector.

  In later developed embodiments described below, the reactor chamber has only a single heating section, which does not have the step of preheating another cracked fuel portion prior to injection. The reactor is heated by only one of engine coolant, exhaust heat, or heat from a turbocharge. The cryogenic liquid fuel preheater 11, the cryogenic heat exchanger 13 heated by the radiator fluid, and the mesh lining 62 shown in FIGS. 2 and 3 are all omitted.

  In the charge gasoline system shown in FIG. 16, for ease of reference, like reference numbers have been assigned to those similar to those previously described.

  19a and 19b show a cracking reactor 250, which does not have two stages, has a single stage suitable for both low and high temperatures, and a circulating engine coolant or exhaust manifold. In this embodiment, they are mounted on a conventional (four cylinder) engine, that is, on an exhaust manifold 69 ′ of the engine 2 (without a coolant). A single tank 79 ′ provides preselected alternative fuel (or conventional gasoline) to the main conventional injection pump 3 via the fuel line 4, and a reactor injector via the branch line 5 for the diversion part. 57 '. When the accelerator pedal is depressed and the throttle valve 7 is opened, the outside air is supplied to the intake manifold 8 via the line 6, and the diversion part is supplied to the electric air pump 19 via the branch line 9 from there. 26 to the reactor chamber.

  The cracked fuel / air mixture output from the reactor chamber is sent via line 130 to the air intake manifold downstream of the throttle valve 7 where it is mixed with the outside air intake. The additional computer (control system) 20 ′ has control (signal) wiring connected to the air pump 19, the turbo output valve 26, and the cracking injector 57 ′, and further includes an electric speedometer 131, engine coolant output. Signal wiring for receiving operating parameter signals from thermometer 132, fuel type sensor 133, and accelerator pedal position sensor 134 (or from a vacuum sensor for vehicle motion in the injector via line 135 for cruise control) Have The computer provides a standby state of about 2-4 seconds before opening the valve 26 and starting the turbo, even when vehicle motion is detected, and the risk of damaging the gearbox due to excessive torque overload To avoid.

  The injection of high-pressure air into the reactor chamber increases the oxygen level and efficiency, increasing power. This also avoids the need for heat resistant components and the need for four separate assemblies required for air injection into individual cylinders.

  While the turbo gasoline embodiment uses only a single type of fuel, such as gasoline or M85, at any one time, the diesel and turbo diesel systems shown in FIGS. Using an alternative fuel source, only the fuel is cracked in the reactor. When idling, only diesel powers the engine, and some of the diesel still powers the engine even in power mode.

  In the diesel system of FIG. 17, a portion of the outside air is diverted to a reactor comprising two reactor injectors that are adjusted to inject at high pressure (3-4 atmospheric pressure) with only suction pressure from the air filter. The Diesel is always supplied from a main tank (not shown) to a conventional injection pump, and the supply of alternative fuel is reacted by the pump 144 from an additional tank 145 of alternative fuel according to the instructions of the system computer / control system 146. Pumped into the device. Computer 146 receives information from both fuel type sensor 147 and fuel level sensor 148, engine coolant thermometer, accelerator pedal position 150 or throttle valve position 151, and injector vacuum sensor 152. Therefore, input parameter signal lines are connected. In idle mode only diesel is supplied and in power mode both fuels are supplied.

  Although a 95% power boost is recorded, the computer keeps the power boost to 35% to avoid excessive stress on the engine components and drive safely.

  The downstream portion of the reactor chamber of the turbodiesel system shown in FIG. 18 is formed by the interior of the turbocharger body, as previously described in connection with FIG. An input similar to that described above input by the control computer is sensed. The energy that sustains cracking is obtained from the heat of the turbocharger.

  The embodiment of the cracking reactor shown in FIGS. 19a and 19b has an air intake opening 252 at one axial end where an aluminum wall 251 and an air intake opening tube (not shown) and a fuel cracking injector 255 are installed. And a single chamber 250 having a fuel intake opening 253. At the opposite end in the axial direction, a cracked fuel / air mixture discharge opening 256 is formed. Ducts 257, 258 are formed inside the wall thickness, and hot engine coolant is circulated to heat the chamber. A heat exchange device 259 is mounted inside the chamber, which includes an axial central spine-like strip 260, with two rows of three equally spaced heat exchange reflective fins 261, one set on each side. Stretched, the fins are successively larger in size at their respective free ends 262 and extend outwardly towards the chamber wall, creating a mixed vortex. Subsequent fins are thicker and longer than the preceding fins. The second and third fins each have a mesh screen 264 of 60-80 micron pore size, axially aligned with the outer end of the first fin, and smaller atomization with well cracked molecules. Only droplets or gasified fuel molecules pass directly through the mesh and pass through the outlet, but large droplets with fewer uncracked molecules divert away from the mesh and return to the vortex, where the chamber walls and fins And thereby further extending the residence time of the fuel in the chamber and increasing the exposure to allow further exposure to enhance cracking. The spine strips and fins are made of a thermally conductive and reflective material such as copper. The first smallest fin is a 2 mm thick copper sheet, the second intermediate fin is 4 mm thick and the third last fin is 6 mm thick. The air intake opening extends across one longitudinal end of the elongated, spinal strip to evenly distribute the intake air to each of the opposite faces of the spinal strip.

  The discharge port 256 has a funnel shape so that the fuel / air mixture can flow through the discharge port in a laminar flow.

  Heat exchange fins are mounted on the discharge pipe (not shown) to prevent the cracking temperature of the fuel / air mixture from being too low.

  If alcohol is used as an alternative fuel and cracked in the chamber, circulating engine coolant that is hot in the chamber will sustain cracking, but gasoline and other fuels with high evaporation temperatures For fuel, the chamber is simply fixed to the exhaust manifold or otherwise mounted on a mounting base on the manifold in order to heat it to a fairly high temperature.

  As schematically shown in FIGS. 20a and 20b, due to the presence of the cracking reactor, the temperature of the fuel / air mixture entering the manifold is compared to the temperature of air alone in the absence of the reactor. When a conventional turbocharger is installed, it is reduced by about 80% (numerically), and when there is no turbocharger (numerically), it is reduced by about 35%.

Claims (34)

A method for improving the performance of an internal combustion engine having a conventional liquid fuel supply and fuel injection system comprising:
Providing a reactor chamber having an inlet and an outlet connected to an intake manifold of the engine;
Providing the inlet of the reactor chamber with a fuel cracking injector added to the main fuel injection system and an air supply;
Supplying only a portion of the fuel required for engine operation during engine operation to the additional fuel cracking injector as a liquid at normal temperature;
Activating the fuel cracking injector and injecting the fuel portion into the inlet of the reactor chamber, thereby initiating cracking in the reactor chamber due to a pressure drop in the injected fuel portion. Forming a fuel / air mixture;
Thermal energy released from conventional engine components that are typically operating at high temperatures is applied to the reactor chamber to maintain continuous cracking of the fuel in the reactor chamber so that cracked fuel is Output to the intake manifold as a continuous fuel / air stream not exceeding
Including methods.   The method of claim 1, wherein the internal combustion engine is a diesel engine and the liquid fuel portion is primarily alcohol and is injected by the cracking injector at a pressure of 3-4 bar.   The engine component that releases the thermal energy is either an engine cooling system or an engine exhaust system, respectively, depending on whether the fuel portion has a low or higher evaporation temperature. The method of claim 2.   The outlet end portion of the reactor chamber is formed by an internal air intake duct of a turbocharger, and the outer portion of the charger forms the component that releases the thermal energy applied to the reactor chamber. The method according to claim 1 or claim 2.   The reactor chamber inlet end has a cylindrical shape with one inlet end connected to receive air from an air filter and an axially opposite end connected to the intake duct of the turbocharger. The method of claim 4, comprising a duct wall, wherein a plurality of the fuel cracking injectors are mounted around the duct wall, and the portion of liquid fuel is injected into the duct for circulation to the turbocharger.   4. The method of claim 1 or claim 3, wherein the temperature of the fuel / air mixture output from the reactor chamber to the intake manifold is several degrees below zero degrees Celsius.   The temperature of the fuel / air mixture output from the reactor chamber to the intake manifold is 30% of the discharge temperature of a conventional engine without a turbocharger, and a conventional engine with a turbocharger The method of claim 4, wherein the temperature is 80% of the release temperature.   The method according to claim 1, wherein the air supply supplies compressed air only when high power is required of the engine.   8. A method as claimed in any one of the preceding claims, comprising supplying compressed air to the cylinder head only when high power is required of the engine.   The method according to claim 8 or 9, wherein the compressed air is supplied from any one of a storage tank and an electric pump.   During engine operation, only a portion of the fuel required for engine operation is supplied as a normal temperature liquid to an additional fuel cracking injector that operates at high pressure and initiates cracking of the fuel by a pressure drop and is cracked Fuel is mixed with air, and at the same time waste heat energy from conventional engine components that are normally operating at high temperatures is added to sustain the cracking so that the most cracked fuel / air mixture is in operation. Supplying the engine intake manifold with a conventional liquid fuel supply and fuel injection system as a continuous stream at a temperature not exceeding room temperature for combustion with the remainder of the fuel supplied to the engine. A method for improving the performance of an internal combustion engine comprising:   The method of claim 11, wherein the operating pressure of the additional fuel cracking injector is 3-4 atmospheric pressure.   The engine component in which the waste heat is used is either the engine exhaust manifold or the engine coolant depending on whether the alcohol concentration in the fuel portion is low or high, or whether the temperature required for evaporation is high or low. The method of claim 11.   The method of claim 11, wherein the engine component in which waste heat is utilized is an engine turbocharger.   The method of claim 11, wherein in a gasoline engine, the portion of fuel is diverted from a conventional engine fuel supply tank.   12. The method of claim 11, wherein in a diesel engine, an additional fuel supply tank is provided and the portion of fuel supplied to the cracking injector operating at high pressure is delivered from the additional supply tank. A system for improving the performance of an internal combustion engine having a main fuel supply and combustion system,
A fuel cracking reactor including a chamber having an inlet and an outlet;
Means for connecting an air supply to the intake;
A fuel cracking injector for the cracking chamber arranged to inject fuel at high pressure into the reactor inlet;
Means for connecting the outlet to an intake manifold of the internal combustion engine;
Means for supplying waste heat to the chamber that is released during normal operation from preselected engine components;
Means for supplying a portion of engine fuel to the cracking injector during engine operation at a room temperature necessary to maintain engine operation;
a) engine temperature detecting means for detecting the temperature of the engine coolant;
b) means for sensing either the position of the engine accelerator pedal or the throttle valve position; and c) means for sensing the type of fuel present in the engine fuel tank;
A computer control system connected to receive signals from,
Including
The computer control system has received from the engine temperature sensing means a signal suitable for the minimum temperature of the engine necessary for the cracking chamber to reach a temperature sufficient to sustain continuous cracking. And is programmed to initiate operation of the cracking injector, wherein the injected fuel portion is mixed with air and maintained in the chamber sustained by the thermal energy supplied from the selected engine component. Through the continuous cracking process, the cracked fuel is sent to the intake manifold as a continuous fuel / air stream at a temperature not exceeding room temperature.
system.   The engine fuel is supplied from a single fuel tank, and the means for supplying a portion of the engine fuel to the cracking injector diverts such fuel portion from the fuel supplied from the single fuel tank. Item 18. The system according to Item 17.   The fuel supply means supplies the portion of fuel from an additional alternative fuel supply source in an additional tank for alternative engine fuel to the reactor cracking injector and senses the amount of fuel present in the alternative engine fuel tank. 18. The system of claim 17, wherein fuel level sensing means is mounted in the additional tank and connected to the computer for transmitting a fuel level status signal to the computer.   The computer is connected to an electrical speedometer and an engine fuel cracking injector vacuum sensor, and the computer indicates that the signal received from the accelerator pedal indicates that the accelerator pedal is depressed, Or if the signal received from the speedometer indicates that the vehicle powered by the engine is in a steady state, the computer may be about to activate the cracking injector before The system of claim 17, wherein a delay time of 2 to 4 seconds is provided.   The system of claim 17, wherein the engine is a gasoline engine and the computer is connected to an oxygen sensor and programmed to sense an oxygen level.   The reactor chamber is elongated and has the intake and the discharge at each longitudinal end, and only the fuel mixture, mostly cracked and gasified, flows out of the chamber through the discharge. The system of claim 17.   The engine is a gasoline engine system, and the reactor chamber includes an elongated tube having a first stage at the inlet and a second stage at the outlet, the first stage comprising the engine The system of claim 17, further comprising: a duct coupled to receive a heated coolant, wherein the second stage is heated with engine exhaust heat.   The system of claim 17, wherein the reactor chamber has an inner wall surface provided with heat exchange fins inside to facilitate heat transfer to the cracking fuel within the chamber.   The system of claim 17, wherein the air supply supplies compressed air only when high power is required of the engine.   The system of claim 17, further comprising means for supplying compressed air to the cylinder head only when high power is required of the engine.   27. A system according to claim 25 or 26, wherein the compressed air is supplied from one of a storage tank and an electric pump.   An elongated chamber of thermally conductive material having an air intake opening and fuel cracking injector at one longitudinal end and a cracked fuel / air mixture outlet at the opposite longitudinal end; A heat exchanging device including a central axial spine-like metal strip extending in an axial direction, the strip having facing surfaces in which rows of heat exchanging reflective fins extend from respective surfaces The fins extend in an axially spaced parallel relationship, traversing the chamber space in an oblique direction from the spine-like strip, with one end extending toward the opposing chamber wall, Generating a mixing vortex with respective free ends extending outwardly from the spine-like strips toward the opposite chamber walls; At least the second fin and the third fin from one end in the longitudinal direction have fine mesh screens arranged in the axial direction to each other and to the free end of the first fin, and are finely atomized. Only gasified fuel and air are easily passed through the mesh directly to the outlet, and larger droplets with molecules with insufficient cracks are redirected into the vortex by the mesh, A fuel cracking reactor that is additionally heated by chamber walls and fins to extend the residence time in the chamber and to be exposed to further cracking, atomization, and gasification.   30. The fuel cracking reactor of claim 28, wherein a screen of subsequent fins has a larger area than the screen of previous fins.   30. A fuel cracking reactor according to claim 28 or claim 29, wherein the mesh has a pore size of 60 to 80 microns.   31. The fuel cracking reactor according to any one of claims 28 to 30, wherein the subsequent fins are greater in length and thickness than the preceding fins.   32. The fuel cracking reactor according to claim 28, wherein a duct for circulating a high-temperature engine coolant for heating the chamber is formed inside the wall thickness.   29. The air intake opening is elongate and extends laterally at one longitudinal end of the spine strip to evenly distribute the intake air to each of the opposite faces of the spine strip. 33. The fuel cracking reactor according to any one of 32.   35. The fuel cracking reactor according to any one of claims 28 to 34, wherein the outlet is funnel shaped so that the fuel / air mixture can flow through the outlet in a laminar flow. .

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