US20050188963A1 - System, vaporizing fuel in vehicle - Google Patents
System, vaporizing fuel in vehicle Download PDFInfo
- Publication number
- US20050188963A1 US20050188963A1 US11/060,103 US6010305A US2005188963A1 US 20050188963 A1 US20050188963 A1 US 20050188963A1 US 6010305 A US6010305 A US 6010305A US 2005188963 A1 US2005188963 A1 US 2005188963A1
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- Prior art keywords
- fuel
- engine
- evaporator
- vaporizing system
- fuel vaporizing
- 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.)
- Abandoned
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02G—HOT GAS OR COMBUSTION-PRODUCT POSITIVE-DISPLACEMENT ENGINE PLANTS; USE OF WASTE HEAT OF COMBUSTION ENGINES; NOT OTHERWISE PROVIDED FOR
- F02G5/00—Profiting from waste heat of combustion engines, not otherwise provided for
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- 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
- F02M31/183—Control
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01P—COOLING OF MACHINES OR ENGINES IN GENERAL; COOLING OF INTERNAL-COMBUSTION ENGINES
- F01P2060/00—Cooling circuits using auxiliaries
- F01P2060/10—Fuel manifold
-
- 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
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/0228—Adding fuel and water emulsion
-
- 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
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/025—Adding water
- F02M25/028—Adding water into the charge intakes
-
- 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
- F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
- F02M25/022—Adding fuel and water emulsion, water or steam
- F02M25/032—Producing and adding steam
- F02M25/035—Producing and adding steam into the charge intakes
-
- 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
- F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
- F02M31/125—Fuel
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- 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
- the present disclosure relates generally to reducing fuel consumption in automobiles or other internal combustion engines.
- Gasoline is a limited resource that is the backbone of global economies. As supplies dwindle, fuel costs will continue to increase. Individual consumers and businesses need ways to reduce fuel consumption. One option is to improve gasoline mileage. Ongoing efforts to improve gasoline mileage include hybrid cars that are more expensive. Many newer cars weigh less and generally achieve better gas mileage. However, consumers and businesses that can only afford older cars have little option but to use what they have. In addition, gasoline mileage of many newer cars can be further improved with the present disclosure.
- a technical advantage of the present invention is substantially full vaporization of liquid fuel. Still another technical advantage is simplicity of design that makes it easily adaptable to existing systems. Yet another technical advantage is compact size of the evaporated fuel system that fits easily into existing vehicles. Another technical advantage is use of readily available low-cost materials and ease of manufacturing. Another technical advantage is ease of starting in extremely cold weather. Another technical advantage is ease of insulation to provide protection from contact burns. Other technical advantages should be apparent to one of ordinary skill in the art in view of what has been disclosed herein.
- FIG. 1 is a block diagram of fuel injected engine system depicting prior art for liquid fuel injected spark-ignited engines.
- FIG. 2 is a block diagram of an example embodiment of an integrated evaporator system having an engine with controls for an evaporator embedded in an engine controller.
- FIG. 3 is a block diagram of an example embodiment of an evaporator system installed in an existing engine control system depicting addition of a fuel-flow controller that transforms signals from an engine controller into signals for a fuel-flow control valve.
- FIG. 4 a is a block diagram of an example embodiment depicting an integrated fuel evaporator with water injection.
- FIG. 4 b is a block diagram of an example embodiment depicting an integrated fuel evaporator with steam injection.
- FIG. 5 is a block diagram of an example embodiment depicting a coolant heated evaporator embodiment.
- FIG. 6 is a block diagram of an example embodiment depicting an engine-heated evaporator in which an evaporator is attached to or embedded in an engine.
- FIG. 7 is a block diagram of an example embodiment depicting an evaporator heated by an engine in which a heat pipe connects an engine to an evaporator.
- FIG. 8 is a block diagram of an example embodiment depicting an evaporator with dual heat in which a resistive heater and a heat pipe supply heat to an evaporator.
- a fuel system may include any instrumentality or aggregate of instrumentalities operable to control fuel-flow, to condition fuel, to introduce material into fuel, to dispense fuel into an engine, or to in any way manage fuel.
- An automobile fuel system may include a fuel tank; one or more pumps; control valves; nozzles; hoses or tubing; fuel conditioners with attending components, materials, and controls; sensors; computer processors; and mechanical or vacuum actuated mechanisms.
- FIG. 1 depicted is a typical fuel injection system representing prior art. Signals from engine sensors 120 arrive at an engine controller 130 that then generates and sends fuel-flow control signals to the injectors 140 . Fuel from the injectors 140 passes into the engine 110 . In addition, the engine controller may alter operation of other components in the system including ignition timing and steam injection. In the following drawings the engine 110 is not expressly shown.
- Power for the present invention may be supplied by the electrical system.
- FIG. 2 through 4 b depicted are exemplary embodiments using an evaporator with electrical heater 160 and a temperature controller 170 .
- One or more temperature sensors may be affixed to an evaporator with electrical heater 160 or may be located in an outlet fuel vapor stream.
- an evaporator with electrical heater 160 is representative of evaporators heated by other means.
- FIG. 2 depicted is an exemplary embodiment of a fuel system 100 with fuel-flow controls integrated into an engine controller 130 .
- An engine controller 130 receives signals from engine sensors 120 and sends fuel-flow control signals to a fuel-flow control valve 150 .
- Fuel from a fuel-flow control valve 150 passes through an evaporator with electrical heater 160 into an engine 110 (not expressly shown).
- a temperature controller 170 controls temperature of an evaporator 160 by sensing temperature in the evaporator 160 and sending electrical current to the evaporator 160 .
- a secondary fuel-flow controller 180 may be needed to transform signals from an engine controller 130 and to suitably control the fuel-flow valve 150 .
- a secondary fuel-flow controller 180 may receive signals from engine controller 130 and engine sensors 120 .
- a temperature controller 170 and an evaporator with electrical heater 160 perform as discussed previously.
- FIG. 4 a depicted is another exemplary embodiment of a fuel system 100 with addition of a water flow control valve 190 for water injection into an engine 110 (not expressly shown).
- a water source and pump are not expressly shown.
- FIG. 4 b depicts another exemplary evaporator fuel system 100 with addition of a water evaporator 200 for steam injection into an engine 110 .
- An engine 110 , water source and pressure pump are not expressly shown.
- the embodiments of FIG. 4 a and FIG. 4 b may further improve fuel economy.
- fuel to air ratio When fuel to air ratio is reduced, power and gasoline mileage increase.
- Engine temperatures and particularly temperatures inside the cylinder may be excessive. These effects set a limit on the lowest usable fuel to air ratio.
- the present invention may substantially reduce this effect.
- the embodiments of FIGS. 4 a and 4 b reduce engine temperature.
- the embodiments of FIGS. 4 a and 4 b depict a means to inject water as mist or as steam to reduce cylinder temperatures. This may make it possible to use lower fuel to air ratios and achieve higher gasoline mileage. Either the engine controller or the secondary controller may dynamically adjust fuel to air ratios and water injection to achieve higher gasoline mileage while protecting the engine.
- FIG. 5 depicted is an exemplary embodiment of an evaporator heated by coolant 220 from an engine cooling subsystem 210 .
- FIG. 6 depicted is an exemplary embodiment wherein an evaporator heated by engine 230 is attached to a hot portion of an engine 110 or embedded in an engine 110 .
- An engine 110 is not expressly shown.
- FIG. 7 depicted is an exemplary embodiment wherein a heat pipe 240 transfers heat from an engine 110 to an evaporator heated by a heat pipe 250 .
- a heat pipe 240 efficiently transfers heat from a hotter surface to a cooler surface. Fluid in a heat pipe 240 evaporates at the hotter surface where the fluid absorbs heat. The fluid vapor delivers heat when it condenses at the cooler surface.
- an evaporator with dual heat sources 270 wherein heat may be supplied by electrical power from a temperature controller 170 and/or by a heat pipe 240 .
- Electrical power may heat an evaporator 270 until the engine 110 becomes hot enough to heat the evaporator 270 .
- the evaporator 270 may be heated by one of the other methods: hot engine coolant, embedding an evaporator 270 in a hot engine 110 , attaching an evaporator 270 to the hot engine 110 , or use of a heat pipe 240 .
Abstract
A method is disclosed for operation of an evaporator in a gasoline-fueled internal combustion engine. The methods disclosed apply to existing gasoline-fueled engines and to new gasoline-fueled engines designed for fuel evaporation. Also disclosed are means to introduce optimized quantities of water or steam into an engine.
Description
- This application claims priority to Provisional Application Ser. No. 60/549,230, filed on Mar. 1, 2004.
- This application hereby incorporates by reference the following co-assigned U.S patent application, entitled “Vaporizing Liquid Fuel System”.
- 1. Field of the Invention
- The present disclosure relates generally to reducing fuel consumption in automobiles or other internal combustion engines.
- 2. Description of the Related Art
- Gasoline is a limited resource that is the backbone of global economies. As supplies dwindle, fuel costs will continue to increase. Individual consumers and businesses need ways to reduce fuel consumption. One option is to improve gasoline mileage. Ongoing efforts to improve gasoline mileage include hybrid cars that are more expensive. Many newer cars weigh less and generally achieve better gas mileage. However, consumers and businesses that can only afford older cars have little option but to use what they have. In addition, gasoline mileage of many newer cars can be further improved with the present disclosure.
- Introduction of fuel-injection systems with better performance has made carburetor systems obsolete. However, both systems share some of the same limitations. In both systems liquid fuel is either injected (sprayed under relatively high pressure) into the engine's intake air stream, or dispersed by carburetor jets (low pressure) into the air stream. Fuel injectors simply produce smaller fuel droplets. If liquid fuel is not fully vaporized, small droplets are formed. At a molecular scale, these droplets regardless of their size are comprised of very large numbers of fuel molecules. As combustion begins, only the surface layer of the droplet is burned. Combustion products surround the unburned fuel droplet and slow further combustion. As a result fuel is wasted and unburned fuel pollutes the environment and contaminates engine oil.
- Many fuel evaporators have been developed over the years. However, none of them has become commercially viable. Many systems include a means to return fuel that does not evaporate to the fuel tank. It appears substantially full vaporization has not been consistently achieved. Lacking effective evaporators has hampered development of fuel systems using evaporators. Fuel injector controls regulate how much fuel is injected and that is all. Proposed evaporator fuel systems are more complex. An evaporated fuel system may provide return of un-vaporized fuel, control of temperature, control of liquid fuel level in a vapor chamber, metering of air into a vapor chamber, and an agitator to enhance vaporization. For these and other technical reasons, fuel vaporization for automotive has not become commercially available.
- There is a need for a low cost, effective means to reduce fuel consumption in both new and used gasoline powered cars. In order to improve gasoline mileage for most users, a solution must be affordable, available and adaptable for most new and used cars on the market.
- A technical advantage of the present invention is substantially full vaporization of liquid fuel. Still another technical advantage is simplicity of design that makes it easily adaptable to existing systems. Yet another technical advantage is compact size of the evaporated fuel system that fits easily into existing vehicles. Another technical advantage is use of readily available low-cost materials and ease of manufacturing. Another technical advantage is ease of starting in extremely cold weather. Another technical advantage is ease of insulation to provide protection from contact burns. Other technical advantages should be apparent to one of ordinary skill in the art in view of what has been disclosed herein.
-
FIG. 1 is a block diagram of fuel injected engine system depicting prior art for liquid fuel injected spark-ignited engines. -
FIG. 2 is a block diagram of an example embodiment of an integrated evaporator system having an engine with controls for an evaporator embedded in an engine controller. -
FIG. 3 is a block diagram of an example embodiment of an evaporator system installed in an existing engine control system depicting addition of a fuel-flow controller that transforms signals from an engine controller into signals for a fuel-flow control valve. -
FIG. 4 a is a block diagram of an example embodiment depicting an integrated fuel evaporator with water injection. -
FIG. 4 b is a block diagram of an example embodiment depicting an integrated fuel evaporator with steam injection. -
FIG. 5 is a block diagram of an example embodiment depicting a coolant heated evaporator embodiment. -
FIG. 6 is a block diagram of an example embodiment depicting an engine-heated evaporator in which an evaporator is attached to or embedded in an engine. -
FIG. 7 is a block diagram of an example embodiment depicting an evaporator heated by an engine in which a heat pipe connects an engine to an evaporator. -
FIG. 8 is a block diagram of an example embodiment depicting an evaporator with dual heat in which a resistive heater and a heat pipe supply heat to an evaporator. - The present invention may be susceptible to various modifications and alternative forms. Specific exemplary embodiments thereof are shown by way of example in the drawings and are described herein in detail. It should be understood, however, that the description set forth herein of specific embodiments is not intended to limit the present invention to the particular forms disclosed. Rather, all modifications, alternatives, and equivalents falling within the spirit and scope of the invention as defined by the appended claims are intended to be covered.
- For purposes of disclosure a fuel system may include any instrumentality or aggregate of instrumentalities operable to control fuel-flow, to condition fuel, to introduce material into fuel, to dispense fuel into an engine, or to in any way manage fuel. An automobile fuel system may include a fuel tank; one or more pumps; control valves; nozzles; hoses or tubing; fuel conditioners with attending components, materials, and controls; sensors; computer processors; and mechanical or vacuum actuated mechanisms.
- Referring now to the drawings, the details of specific exemplary embodiments of the present invention are schematically illustrated. Like elements in the drawings will be represented by the like numbers.
- Referring to
FIG. 1 , depicted is a typical fuel injection system representing prior art. Signals fromengine sensors 120 arrive at anengine controller 130 that then generates and sends fuel-flow control signals to theinjectors 140. Fuel from theinjectors 140 passes into theengine 110. In addition, the engine controller may alter operation of other components in the system including ignition timing and steam injection. In the following drawings theengine 110 is not expressly shown. - Power for the present invention may be supplied by the electrical system.
- Referring to
FIG. 2 through 4 b, depicted are exemplary embodiments using an evaporator withelectrical heater 160 and atemperature controller 170. One or more temperature sensors (not expressly shown) may be affixed to an evaporator withelectrical heater 160 or may be located in an outlet fuel vapor stream. In the depicted embodiments an evaporator withelectrical heater 160 is representative of evaporators heated by other means. - Referring now to
FIG. 2 , depicted is an exemplary embodiment of afuel system 100 with fuel-flow controls integrated into anengine controller 130. Anengine controller 130 receives signals fromengine sensors 120 and sends fuel-flow control signals to a fuel-flow control valve 150. Fuel from a fuel-flow control valve 150 passes through an evaporator withelectrical heater 160 into an engine 110 (not expressly shown). Shown is an evaporator withelectrical heater 160 that is representative of any evaporators heated by other means. Atemperature controller 170 controls temperature of anevaporator 160 by sensing temperature in theevaporator 160 and sending electrical current to theevaporator 160. - Referring to
FIG. 3 , depicted is afuel system 100 whose existingengine controller 130 receives signals fromengine sensors 120; however, its output signals may not be suitable to control the fuel-flow control valve 150. A secondary fuel-flow controller 180 may be needed to transform signals from anengine controller 130 and to suitably control the fuel-flow valve 150. A secondary fuel-flow controller 180 may receive signals fromengine controller 130 andengine sensors 120. Atemperature controller 170 and an evaporator withelectrical heater 160 perform as discussed previously. - Referring now to
FIG. 4 a depicted is another exemplary embodiment of afuel system 100 with addition of a waterflow control valve 190 for water injection into an engine 110 (not expressly shown). A water source and pump are not expressly shown. -
FIG. 4 b depicts another exemplaryevaporator fuel system 100 with addition of awater evaporator 200 for steam injection into anengine 110. Anengine 110, water source and pressure pump are not expressly shown. - The embodiments of
FIG. 4 a andFIG. 4 b may further improve fuel economy. When fuel to air ratio is reduced, power and gasoline mileage increase. However, for lower air ratios fuel to burns faster and hotter in the cylinders. Engine temperatures and particularly temperatures inside the cylinder may be excessive. These effects set a limit on the lowest usable fuel to air ratio. The present invention may substantially reduce this effect. The embodiments ofFIGS. 4 a and 4 b reduce engine temperature. The embodiments ofFIGS. 4 a and 4 b depict a means to inject water as mist or as steam to reduce cylinder temperatures. This may make it possible to use lower fuel to air ratios and achieve higher gasoline mileage. Either the engine controller or the secondary controller may dynamically adjust fuel to air ratios and water injection to achieve higher gasoline mileage while protecting the engine. - Referring now to
FIG. 5 depicted is an exemplary embodiment of an evaporator heated bycoolant 220 from anengine cooling subsystem 210. - Referring now to
FIG. 6 depicted is an exemplary embodiment wherein an evaporator heated byengine 230 is attached to a hot portion of anengine 110 or embedded in anengine 110. Anengine 110 is not expressly shown. - Referring now to
FIG. 7 depicted is an exemplary embodiment wherein aheat pipe 240 transfers heat from anengine 110 to an evaporator heated by aheat pipe 250. Aheat pipe 240 efficiently transfers heat from a hotter surface to a cooler surface. Fluid in aheat pipe 240 evaporates at the hotter surface where the fluid absorbs heat. The fluid vapor delivers heat when it condenses at the cooler surface. - Referring to
FIG. 8 , depicted is an evaporator withdual heat sources 270 wherein heat may be supplied by electrical power from atemperature controller 170 and/or by aheat pipe 240. Electrical power may heat anevaporator 270 until theengine 110 becomes hot enough to heat theevaporator 270. When theengine 110 is hot, theevaporator 270 may be heated by one of the other methods: hot engine coolant, embedding anevaporator 270 in ahot engine 110, attaching anevaporator 270 to thehot engine 110, or use of aheat pipe 240. - The invention, therefore, is well adapted to carry out the objects and to attain the ends and advantage mentioned, as well as others inherent therein, While the invention has been depicted, described, and is defined by reference to exemplary embodiments of the invention, such references do not imply a limitation on the invention, and no such limitation is to be inferred. The invention is capable of considerable modification, alteration, and equivalents in form and function, as will occur to those of ordinarily skilled in the pertinent arts and having the benefit of this disclosure. The depicted, and described embodiments of the invention are exemplary only, and are not exhaustive of the scope of the invention. Consequently, the invention is intended to be limited only by the spirit and scope of the appended claims, giving full cognizance to equivalents in all respects.
Claims (20)
1. A fuel vaporizing system for use in an internal combustion engine in an automobile comprising:
an evaporator;
at least one heat source;
an engine controller; and
a fuel-flow control valve.
2. The fuel vaporizing system according to claim 1 wherein the engine controller controls at least one fuel-flow control valve.
3. The fuel vaporizing system according to claim 1 wherein the engine controller is configurable.
4. The fuel vaporizing system according to claim 1 wherein the engine controller regulates temperature of the evaporator.
5. The fuel vaporizing system according to claim 1 wherein at least one temperature sensor is used to assure full vaporization.
6. The fuel vaporizing system according to claim 1 wherein engine coolant heats the evaporator.
7. A fuel vaporizing system for use in an internal combustion engine in an automobile comprising:
an evaporator;
a heat source;
a temperature controller;
an engine controller;
a secondary controller; and
a fuel-flow control valve.
8. The fuel vaporizing system according to claim 7 wherein the secondary controller extends capabilities of the engine controller.
9. The fuel vaporizing system according to claim 8 wherein performance of the evaporator is configurable.
10. The fuel vaporizing system according to claim 7 wherein the fuel vaporizing system has at least one fuel-flow control valve.
11. The fuel vaporizing system according to claim 7 wherein the engine controller regulates power to the evaporator.
12. The fuel vaporizing system according to claim 7 wherein at least one temperature sensor is used to assure full vaporization.
13. The fuel vaporizing system according to claim 7 wherein engine coolant heats the evaporator.
14. The fuel vaporizing system according to claim 7 wherein the fuel vaporizing system controls water injection into the engine.
15. The fuel vaporizing system according to claim 7 wherein the fuel vaporizing system controls steam injection into the engine.
16. The fuel vaporizing system according to claim 7 wherein water vaporizes in the fuel evaporator and mixes with the fuel vapor.
17. An apparatus for controlling engine temperature for low fuel to air ratios in an automobile fuel system having a means of injecting water or steam into an engine's intake, and at least one controller, said apparatus comprising:
an engine control module adapted to control the fuel to air ratio for optimum gasoline mileage and to regulate water injection to control engine temperature.
18. An apparatus according to claim 17 , wherein the fuel to air ratio is dynamically configurable based on the operating environment and condition.
19. An apparatus for controlling evaporator temperature for varying fuel flow levels in an automobile fuel system having an evaporator with an electrical heater, said apparatus comprising:
An engine control module adapted to provide substantially full vaporization of liquid fuel while minimizing power to the evaporator.
20. An apparatus according to claim 19 , wherein fuel flow is dynamically controlled to maximize gasoline mileage while water injection controls engine temperature.
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US11/060,103 US20050188963A1 (en) | 2004-03-01 | 2005-02-16 | System, vaporizing fuel in vehicle |
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US54923004P | 2004-03-01 | 2004-03-01 | |
US11/060,103 US20050188963A1 (en) | 2004-03-01 | 2005-02-16 | System, vaporizing fuel in vehicle |
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US20050188963A1 true US20050188963A1 (en) | 2005-09-01 |
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US11/059,831 Expired - Fee Related US7350514B2 (en) | 2004-03-01 | 2005-02-16 | System for vaporizing liquid fuel |
US11/060,103 Abandoned US20050188963A1 (en) | 2004-03-01 | 2005-02-16 | System, vaporizing fuel in vehicle |
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US20110088665A1 (en) * | 2009-10-15 | 2011-04-21 | Advanced Mileage Technologies, LLC | Fuel Economizer Fuel Vapor System For Internal Combustion Engine |
US20110197867A1 (en) * | 2009-10-15 | 2011-08-18 | Advanced Mileage Technologies, LLC | Fuel Economizer Fuel Vapor System for Internal Combustion Engine |
US20170241379A1 (en) * | 2016-02-22 | 2017-08-24 | Donald Joseph Stoddard | High Velocity Vapor Injector for Liquid Fuel Based Engine |
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WO2011084866A2 (en) | 2010-01-07 | 2011-07-14 | Dresser-Rand Company | Exhaust catalyst pre-heating system and method |
EP2667009A1 (en) | 2012-05-24 | 2013-11-27 | Grupo Guascor S.L. | Ethanol preheater for engine |
CN108049986A (en) * | 2017-09-07 | 2018-05-18 | 同济大学 | A kind of engine block of Waste Heat Recovery high temperature grease mixing jetting |
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Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20110088665A1 (en) * | 2009-10-15 | 2011-04-21 | Advanced Mileage Technologies, LLC | Fuel Economizer Fuel Vapor System For Internal Combustion Engine |
US7980230B2 (en) | 2009-10-15 | 2011-07-19 | Advanced Mileage Technologies, LLC | Fuel economizer fuel vapor system for internal combustion engine |
US20110197867A1 (en) * | 2009-10-15 | 2011-08-18 | Advanced Mileage Technologies, LLC | Fuel Economizer Fuel Vapor System for Internal Combustion Engine |
US8020537B2 (en) | 2009-10-15 | 2011-09-20 | Advanced Mileage Technologies, LLC | Fuel economizer fuel vapor system for internal combustion engine |
US20170241379A1 (en) * | 2016-02-22 | 2017-08-24 | Donald Joseph Stoddard | High Velocity Vapor Injector for Liquid Fuel Based Engine |
Also Published As
Publication number | Publication date |
---|---|
US7350514B2 (en) | 2008-04-01 |
US20050188964A1 (en) | 2005-09-01 |
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