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WO2001086136A1 - Systeme d'admission et de distribution de carburant pour moteur a pistons - Google Patents

Systeme d'admission et de distribution de carburant pour moteur a pistons Download PDF

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Publication number
WO2001086136A1
WO2001086136A1 PCT/AU2000/001400 AU0001400W WO0186136A1 WO 2001086136 A1 WO2001086136 A1 WO 2001086136A1 AU 0001400 W AU0001400 W AU 0001400W WO 0186136 A1 WO0186136 A1 WO 0186136A1
Authority
WO
WIPO (PCT)
Prior art keywords
flow
air
fuel
induction
heated
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/AU2000/001400
Other languages
English (en)
Inventor
David Littlewood Johnson
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Individual
Original Assignee
Individual
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Individual filed Critical Individual
Priority to AU1372101A priority Critical patent/AU1372101A/xx
Priority to AU2001213721A priority patent/AU2001213721B2/en
Publication of WO2001086136A1 publication Critical patent/WO2001086136A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F02M35/10216—Fuel injectors; Fuel pipes or rails; Fuel pumps or pressure regulators
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
    • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
    • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
    • F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
    • F02M31/16—Other apparatus for heating fuel
    • F02M31/18—Other apparatus for heating fuel to vaporise fuel
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10268—Heating, cooling or thermal insulating means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F02M35/10288—Air intakes combined with another engine part, e.g. cylinder head cover or being cast in one piece with the exhaust manifold, cylinder head or engine block
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/1015—Air intakes; Induction systems characterised by the engine type
    • F02M35/10157—Supercharged engines
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to methods and apparatus for use in piston internal combustion engines for conditioning the induction airstream and for conditioning fuel discharged into the induction airstream.
  • the object of the present invention is to improve the fuel economy of piston internal combustion engines by providing means to control the temperature of the induction airstream and to control the temperature of fuel discharged into the induction airstream.
  • a further object of the invention is to provide thorough mixing of the fuel with the induction airstream, thereby delivering, as nearly as possible, an homogenous mixture to each cylinder in an engine and allowing a more efficient burning of the fuel .
  • Droplet delivery has the advantage that fuel in this form displaces a minimum of air, thereby making available a maximum of oxygen for combustion of the fuel in the engine cylinder. While some evaporation of the droplet fuel does occur during passage of the mixture through the induction tract and further evaporation occurs as a result of the adiabatic temperature rise associated with compression of the charge in the cylinder, part of the fuel remains in liquid droplet form at the onset of ignition.
  • charge temperature should be maintained as low as possible to provide increased charge density, thereby improving volumetric efficiency. It is also believed that the onset of detonation is delayed by maintaining a low charge temperature. It can be demonstrated that high charge temperatures may, in fact, be provided or tolerated with beneficial effect, with volumetric efficiency being restored in various ways and premature detonation not proving to be a problem.
  • liquid gasoline fuel is preferably heated by engine waste heat in a suitable heat exchanger to a temperature close to its normal boiling point and is maintained in a pressurised state to prevent boiling off.
  • Induction air is heated by exhaust gases in a suitable heat exchanger to a temperature well above the boiling point of gasoline.
  • the heated fuel is supplied to suitable carburetion or fuel injection means, where it may undergo further heating, from which it is discharged into the heated induction air stream where it undergoes flash evaporation.
  • the heated air stream constitutes only part of the induction airstream and the resultant mixture is diluted as required by further air to provide an induction airstream of controlled temperature.
  • the induction airstream is mixed as thoroughly as possible before passing to the cylinders of an engine, effectively as an homogenous dry gas.
  • Figure 1 is a longitudinal cross-sectional view through a horizontal plane of an exhaust manifold of an engine incorporating a simple form of the present invention
  • Figure 2 is a longitudinal cross-sectional view through a vertical plane of the arrangement depicted in Figure 1;
  • Figure 3 is a longitudinal cross-sectional view of a simple form of the present invention incorporated into the lower exhaust tract of an engine;
  • Figure 4 is a transverse cross-sectional view of part of the arrangement depicted at Figure 3;
  • Figure 5 is a transverse cross-sectional view through a vertical plane of a what is proposed as a production form of the present invention incorporated into an engine;
  • Figure 6 is a longitudinal cross-sectional view through a horizontal plane of the arrange- ment depicted at Figure 5, with some components shown cut away;
  • Figure 7 is a longitudinal cross-sectional view through a vertical plane of the arrangement depicted at Figure 5 with certain components deleted and others shown in ghosted form;
  • FIG 8 is a longitudinal cross-sectional view of a mixer unit for use with the arrangement depicted at Figures 1 and 2.
  • liquid gasoline fuel is preferably heated to around its unpressurised boiling point in a small shell and tube-type heat exchanger (not shown) of the type well known in the art using waste heat from the cooling system of an engine and is maintained in a pressurised state to prevent its boiling off.
  • Said heated fuel is supplied through fuel supply line 1 to circular manifold 2 and thence to a plurality of modulatable fuel injectors 3 which discharge a flow of atomised fuel into plenum 4. Excess fuel is returned to the fuel system through return line 5.
  • Air is supplied through suitable filtration means (not shown) to inlet duct 6 and thence to plenum 4, the inlet to said plenum being arranged such that said flow of air enters it more or less tangential ly, causing a rapid rotation of the air within said plenum, the discharge of atomised fuel from said fuel injectors being entrained in said rotating airflow within said plenum and undergoing flash evaporation without wetting out on the walls of said plenum. From said plenum, said fuel-air mixture passes via mixture inlet line 7 into heat exchange tubes 8.
  • Exhaust manifold 10 is of the so-called log type, made in the form of a single length of suitable cross-sectional shape, hot exhaust gases passing from the exhaust ports of an engine cylinder head (not shown) , through short ducts 9 and into the interior of said exhaust manifold where it passes over said heat exchange tubes before being exhausted through outlet 11.
  • Heated fuel-air mixture from said heat exchange tubes passes via mixture outlet line 12 to be discharged into throat 13 of venturi 14 situated in inlet manifold supply duct 15, the depression generated by said venturi acting to promote the flow of fuel-air mixture through said heat exchange tubes .
  • Air entering said inlet manifold supply duct 15 first passes through suitable filtration means and is preferably heated by suitable heat exchange means (not shown) using engine waste heat to a temperature such that the temperature of the mixture flow downstream of said venturi may be as high as 200°C.
  • the heating of said airflow is controlled by thermostatic control means (not shown) sensing the temperature of the flow of mixture downstram of said venturi.
  • Auxiliary fuel injector 41 is provided in the region of venturi 14 to provide fuel for starting and, if required, for acceleration and power enrichment purposes.
  • a butterfly valve (not shown) is provided in manifold supply duct 15 to control the flow of fuel-air mixture through venturi 14.
  • a mixer unit 23 is provided upstream of the inlet manifold of an engine, said mixer unit comprising tubular body part 20 provided with attachment flanges 16, 19 at each end. Situated along the interior of said tubular body part are a plurality of short tubular mixing elements 17 made somewhat smaller in diameter than said tubular body part and orientated such that their flanged upstream ends are attached to the inner surface of said tubular body part. A plurality of holes 18 are provided in each said mixing element, the arrangement of said mixing elements and holes being such as to promote mixing of the air passing through said mixer unit with minimal impediment to flow.
  • Mixture outlet line 12 passes more or less radially into the interior of said tubular body part and terminates in delivery tube 21 arranged coaxial ly with said tubular body part, the opening 22 of said delivery tube being situated just above the point of attachment of the first said mixing element such that a venturi effect is generated adjacent said opening, the resultant depression acting to promote a discharge flow from opening 22 and, thereby, the flow of fuel-air mixture through said heat exchange tubes.
  • opening 22 is situated in the throat of a suitable venturi provided at the upstream end of said mixer unit, the depression generated within said venturi acting to promote the flow of fuel-air mixture through said heat exchange tubes.
  • a heat exchange unit is incorporated into the lower exhaust tract of an engine.
  • exhaust pipe 24 is connected to the main exhaust system of an engine (not shown) by flange 25, exhaust gases from said exhaust system passing along the annular space 28 between coaxially arranged exhaust gas duct 29 and inner mixture duct 30 and discharging through connection duct 31 connected to the lower part of said main exhaust system by flange 32.
  • outer mixture duct 33 Positioned coaxially around said exhaust gas duct is outer mixture duct 33, said outer mixture duct being surrounded by coaxially arranged outer sheath 34, the annular space 35 between said outer mixture duct and said outer sheath preferably being filled with a suitable insulating material .
  • Dump duct 26 is connected to exhaust pipe 24 and passes to the lower part of said main exhaust system.
  • Dump valve 27, preferably in the form of a butterfly valve, is provided in said dump duct and its position is modulated to regulate the temperature of fuel-air mixture arriving at throttle butterfly valve 36 situated at the proximal end of said outer mixture duct to a temperature of approximately 200°C.
  • a flow of air from suitable filtration means enters the distal end 37 of said outer mixture duct and passes along the annular space 38 between said outer mixture duct and said exhaust gas duct and through the bore 39 of said inner mixture duct, one or more modulatable fuel injectors 42 positioned just inside the distal end of said outer mixture duct discharging a flow of atomised gasoline into said flow of air.
  • said gasoline is first heated using engine waste heat in a suitable heat exchange unit (not shown) to a temperature around its unpressurised boiling point.
  • said fuel-air mixture takes up heat from said exhaust gases passing through annular space 28, the degree of heating being regulated by the volume of exhaust gases dumped through dump duct 26.
  • the final temperature of said fuel-air mixture may be as high as 200°C.
  • the position of dump valve 27 is regulated by thermostatic means sensing the temperature of fuel-air mixture arriving at the distal end of said outer mixture duct. Said flow of fuel-air mixture debouches from the distal end of said outer mixture duct and into the inlet manifold (not shown) of an engine through opening 40. Auxiliary fuel injector 41 is provided just upstream of opening 40 and provides a flow of atomised gasoline for starting and, if required, for acceleration and power enrichment purposes.
  • the present invention is incorporated into the cylinder head of an engine (not shown) in what is proposed as a production form.
  • the position of the cylinder head 43 and its rocker cover 44 are depicted in the figures ghosted in in fine line.
  • the original exhaust manifold is replaced by one or more heat exchange units comprising casing 45, perforated end plates 46, 47 and heat transfer tubes 48.
  • Inlet box 49 is provided between the end plates 46 of adjacent said heat exchange units and cold air inlet duct 50 conducts a flow of air to said inlet box.
  • the flow of air through inlet duct 50 first passes through suitable filtration means (not shown) and is regulated by control valve 52 situated in short duct 51, said short duct being connected to said inlet duct by flanges 53, 54 on their respective ends being sealingly fixed together.
  • collector boxes 56 Formed on the ends of casings 45 between perforated end plates 47 and closure plates 55 are collector boxes 56, said collector boxes being connected to hot air transfer ducts 57 by collector ducts 58. Unions 59 are provided in said hot air transfer ducts close to said collector ducts to permit detachment of said hot air transfer ducts.
  • the ends of heat transfer tubes 48 are sealingly fixed to apertures in perforated end plates 46, 47 of each said heat exchange unit and extend throughout the length of said heat exchange units. Said heat transfer tubes are preferably made convoluted, to provide increased heat transfer surface area and better accommodate thermal expansion, and from a suitable thin, heat resisting material.
  • Short ducts 60 sealingly fixed to said cylinder head by flanges 83 conduct the flow of exhaust gases from the exhaust ports of said engine and into said heat exchange units, baffles and deflectors (not shown) being optionally provided within casings 45 to prevent excessive localised heating of said heat transfer tubes.
  • said exhaust gases pass out through apertures 61 provided in the outer surfaces of casings 45, into exhaust collector domes 62 sealingly fixed to the outer surface of said casings, through apertures 64 provided in the lower surfaces of said exhaust collector domes and into exhaust system branches 63, 65 sealingly connected to said exhaust collector domes, from whence they pass into exhaust pipe 66.
  • Cold air entering through inlet duct 50 passes to inlet box 49, through heat transfer tubes 48 where it takes up heat from said exhaust gases, into collector boxes 56 and thence via collector ducts 58 to hot air transfer ducts 57.
  • Said hot air transfer ducts pass above said engine to the intake manifold side and turn to become distributor ducts 68 running generally parallel to the axis of said engine.
  • said hot air transfer tubes and said distributor ducts are enclosed throughout their lengths by shrouds 69, the annular space between them preferably being filled with a suitable insulating material .
  • Small feeder ducts 67 sealingly connected to said distributor ducts descend to sealingly join small feeder ducts 70 which are sealingly connected to plenums 71 into which modulatable fuel injectors 72 discharge a flow of atomised fuel.
  • said gasoline fuel is preheated using waste engine heat in a suitable heat exchanger unit and is supplied to said fuel injectors through fuel rail 74.
  • Said fuel injectors are preferably being made from a suitable heat conductive material and take up heat from said plenums, further heating said f el.
  • Said small feeder ducts preferably join said plenums tangential ly such that a rapid rotation is generated in the airflow passing through said plenums.
  • Said fuel undergoes flash evaporation in the hot airstream discharged from said plenums and said air and vaporised fuel are mixed thoroughly as they passes though short mixture ducts 73 in the form of a high speed vortex and into the inlet ports of said engine cylinder head.
  • Total evaporation of all evaporable components of said gasoline occurs within said short mixture ducts and the velocity of airflow is such as to retain all non-evaporable components of said gasoline in full entrainment.
  • Muff 75 encloses the lengths of casings 45 and exhaust collector domes 62 except for aperture 76, the outer surface of said muff being developed into warm air collector channel 78.
  • said muff and said warm air collector channel are insulated by a layer 77 of suitable insulating material on their external surfaces.
  • Apertures 82 are provided in the upper surface of said warm air collector channel and short ducts 84 conduct a flow of warm air from said apertures into warm air duct 80.
  • said warm air duct is insulated throughout its length by a layer of insulation 79 on its outer surface. Said warm air duct passes across said engine to the inlet manifold side where it connects at its distal end 81 to the induction system air filtration means of said engine.
  • Thermostatic control means sensing the temperature of induction air are provided to mix as required warm air from said warm air duct with cold ambient air.
  • a throttle plate (not shown) operated by shaft 85 is provided in throttle box 89.
  • Inlet manifold 86 the position 88 of which is denoted in broken line, connects said throttle box to mounting flange 87.
  • said inlet manifold comprises a plurality of runners in the form of long convolutions to achieve acoustic efficiency.
  • said engine is turbo-charged or supercharged and said charge heating provisions are arranged to provide less charge heating, thereby providing the same final charge temperatures as in the naturally aspirated arrangement .
  • the resultant power losses are preferably recovered through improved induction tract design, turbo-charging or supercharging.
  • ignition advance is reduced, means to ensure thorough mixing of the fuel- air mixture are provided and maximum charge turbulence is generated through inlet port shaping, squish surfaces and combustion chamber shaping.
  • fuel injectors are of the conventional arrangement well known in the art and controlled by electronic means which reference throttle position, engine RPM, manifold air pressure, cylinder head temperature, exhaust oxygen and inlet air temperature in the manner well known in the art.
  • air and fuel temperature regulation devices are preferably controlled by stepper motor-operated valves controlled by electronic means which reference, as appropriate, throttle position, engine RPM, manifold air pressure, cylinder head temperature and inlet air temperature in the manner well known in the art.
  • auxiliary injector situated close to the throttle butterfly, for example, feature number 41 in Figure 3.
  • said fuel-air mixture is heated to relatively high temperatures, it is diluted with cool ambient air in said induction tract to provide an optimum final charge temperature.
  • the temperature of said fuel-air mixture as it enters the engine cylinder head should be in the range 80°C to 120°C.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Combustion Methods Of Internal-Combustion Engines (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

L'invention concerne un appareil faisant partie de la conduite d'admission d'un moteur thermique à pistons, dans lequel une petite partie du débit d'air d'admission traverse un dispositif d'échange thermique (47), (48) où il est chauffé par des gaz d'échappement au-dessus de la température d'ébullition du carburant de moteur. Ledit carburant est chauffé dans le dispositif d'échange thermique et un débit atomisé est déchargé et totalement évaporé dans la petite partie du débit d'air d'admission. Le mélange carburant-air qui en résulte est combiné et totalement mélangé avec la plus grande partie du débit d'air d'admission avant son entrée dans les ports d'entrée du moteur. Cette plus grande partie du débit d'air d'admission est éventuellement chauffée afin de réguler la température du débit combiné d'air d'admission.
PCT/AU2000/001400 2000-05-11 2000-11-17 Systeme d'admission et de distribution de carburant pour moteur a pistons Ceased WO2001086136A1 (fr)

Priority Applications (2)

Application Number Priority Date Filing Date Title
AU1372101A AU1372101A (en) 2000-05-11 2000-11-17 Induction and fuel delivery system for piston engine
AU2001213721A AU2001213721B2 (en) 2000-05-11 2000-11-17 Induction and fuel delivery system for piston engine

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
AUPQ7481 2000-05-11
AUPQ7481A AUPQ748100A0 (en) 2000-05-11 2000-05-11 Induction and fuel delivery system for piston engine

Publications (1)

Publication Number Publication Date
WO2001086136A1 true WO2001086136A1 (fr) 2001-11-15

Family

ID=3821560

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/AU2000/001400 Ceased WO2001086136A1 (fr) 2000-05-11 2000-11-17 Systeme d'admission et de distribution de carburant pour moteur a pistons

Country Status (3)

Country Link
AU (1) AUPQ748100A0 (fr)
WO (1) WO2001086136A1 (fr)
ZA (1) ZA200209124B (fr)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8875685B2 (en) 2008-03-20 2014-11-04 Aquafuel Research Limited Combustion method and apparatus

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3854463A (en) * 1973-07-24 1974-12-17 H Burden Efficiency increasing anti-pollution control device
US3963013A (en) * 1974-07-23 1976-06-15 Authement Elmo C Air and fuel charge forming device
US4370970A (en) * 1980-01-15 1983-02-01 Kunz Paul R Apparatus for supplying a fuel/air mixture to an internal combustion engine
US4539966A (en) * 1984-06-06 1985-09-10 Tri-Saver Corporation Gas saving apparatus
US4550706A (en) * 1983-09-21 1985-11-05 Hoffman-Lewis, Ltd. Fuel vaporizer
US5213086A (en) * 1991-06-27 1993-05-25 Carbco Technologies Inc. Fuel inlet system for internal combustion engine
US5408973A (en) * 1993-11-26 1995-04-25 Spangjer; Keith G. Internal combustion engine fuel supply system and method

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US3854463A (en) * 1973-07-24 1974-12-17 H Burden Efficiency increasing anti-pollution control device
US3963013A (en) * 1974-07-23 1976-06-15 Authement Elmo C Air and fuel charge forming device
US4370970A (en) * 1980-01-15 1983-02-01 Kunz Paul R Apparatus for supplying a fuel/air mixture to an internal combustion engine
US4550706A (en) * 1983-09-21 1985-11-05 Hoffman-Lewis, Ltd. Fuel vaporizer
US4539966A (en) * 1984-06-06 1985-09-10 Tri-Saver Corporation Gas saving apparatus
US5213086A (en) * 1991-06-27 1993-05-25 Carbco Technologies Inc. Fuel inlet system for internal combustion engine
US5408973A (en) * 1993-11-26 1995-04-25 Spangjer; Keith G. Internal combustion engine fuel supply system and method

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US8875685B2 (en) 2008-03-20 2014-11-04 Aquafuel Research Limited Combustion method and apparatus

Also Published As

Publication number Publication date
AUPQ748100A0 (en) 2000-06-08
ZA200209124B (en) 2004-02-09

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