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| United States Patent |
6,035,833
|
|
De Lima C.
|
March 14, 2000
|
Fuel consumption optimizer and carbon dioxide emissions reducer based on
an air-vacuum liquid compensation system
Abstract
A booster container, an inlet nozzle for air entering the container and an
outlet nozzle for air leaving the container, a body of liquid within the
container body, the body of liquid being disposed remotely from the inlet
nozzle and the outlet nozzle, a plurality of deflectors located within and
attached to the container body, forming passages through which the air
travels and at least one of the deflectors being partially immersed in the
body of liquid. Air passes around the deflectors into the body of liquid
and is influenced by a vacuum from an intake manifold, wherein the air
forms bubbles in the liquid and leaves the body of liquid under vacuum and
passes through the passages formed between the deflectors and leaves the
booster container through the outlet nozzle connected to the intake
manifold of an internal combustion engine.
| Inventors:
|
De Lima C.; Tito (Calle Terepaima, Quinta, Montserrat, Urb. El Marquez, Caracas, VE)
|
| Appl. No.:
|
091597 |
| Filed:
|
September 14, 1998 |
| PCT Filed:
|
December 19, 1996
|
| PCT NO:
|
PCT/US96/20003
|
| 371 Date:
|
September 14, 1998
|
| 102(e) Date:
|
September 14, 1998
|
| PCT PUB.NO.:
|
WO97/22793 |
| PCT PUB. Date:
|
June 26, 1997 |
| Intern'l Class: |
F02M 023/00 |
| Field of Search: |
123/522
|
References Cited
U.S. Patent Documents
| H1466 | Aug., 1995 | Stapf.
| |
| 610159 | Aug., 1898 | Speer | 123/522.
|
| 1756781 | Apr., 1930 | Bergougnoux | 123/522.
|
| 2221472 | Nov., 1940 | Ennis | 123/522.
|
| 2300774 | Nov., 1942 | Cartmell | 123/522.
|
| 2312151 | Feb., 1943 | Crabtree et al. | 123/522.
|
| 2742886 | Apr., 1956 | Mcpherson | 123/522.
|
| 3282033 | Nov., 1966 | Seppanen | 123/522.
|
| 3338223 | Aug., 1967 | Williams | 123/522.
|
| 3395681 | Aug., 1968 | Walker | 123/522.
|
| 3961609 | Jun., 1976 | Gerry.
| |
| 4167166 | Sep., 1979 | Varner et al.
| |
| 4172438 | Oct., 1979 | MacGuire.
| |
| 4194477 | Mar., 1980 | Sugiyama.
| |
| 4235209 | Nov., 1980 | Ibbott.
| |
| 4312317 | Jan., 1982 | Jewett et al. | 123/522.
|
| 4373500 | Feb., 1983 | Haynes.
| |
| 5313926 | May., 1994 | Lin.
| |
Primary Examiner: Kamen; Noah P.
Assistant Examiner: Benton; Jason
Attorney, Agent or Firm: Pillsbury Madison & Sutro LLP
Claims
What is claimed is:
1. A device for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine that generates a vacuum
when in operation, said device comprising:
a booster container body;
a body of liquid within said booster container body;
an inlet nozzle for air entering said booster container body and an outlet
nozzle for air leaving said booster container body, said outlet nozzle
being communicable with the internal combustion engine so that, when the
internal combustion engine is in operation and in communication with said
outlet nozzle, the vacuum is generated in a portion of said container body
interposed between said body of liquid and said outlet nozzle; and
a plurality of deflectors located within and attached to said booster
container body, at least one of said plurality of deflectors being
partially immersed in the body of liquid and positioned so that air
passing through said body of liquid passes therearound, said deflectors
comprising elongated members collectively being constructed and arranged
to define a labyrinth of passages through which the air subject to the
vacuum and leaving said body of liquid passes before exiting through said
outlet nozzle.
2. A device for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine having an intake
manifold to which said device is connectable, said intake manifold
generating a vacuum when the internal combustion engine is in operation,
said device comprising:
a booster container body;
a body of liquid within said booster container body;
an inlet nozzle for air entering said booster container body and an outlet
nozzle for air leaving said booster container body, said outlet nozzle
being positioned so that, when said outlet nozzle is connected to the
intake manifold and the internal combustion engine is in operation, the
vacuum is generated in a portion of said container body interposed between
said body of liquid and said outlet nozzle; and
a plurality of deflectors located within and attached to said booster
container body, at least one of said plurality of deflectors being
partially immersed in the body of liquid and positioned so that air
passing through said body of liquid passes therearound, said deflectors
comprising elongated members collectively being constructed and arranged
to define a labyrinth of passages through which the air subject to the
vacuum and leaving said body of liquid passes before exiting through said
outlet nozzle and into the intake manifold.
3. A device according to claim 2, wherein the inlet nozzle and the liquid
are connected by a passage comprising one of said deflectors.
4. A device according to claim 2, wherein the liquid is a member selected
from the group consisting of mineral oil, engine oil, oil mixtures and
methanol.
5. A device according to claim 2, wherein the booster container is made of
molded plastic polymer.
6. A device according to claim 2, wherein at least two of said deflectors
are partially immersed in the liquid.
7. A device according to claim 2, wherein some of said deflectors are
spaced from each other.
8. A device according to claim 2, further comprising a passage in the
container body through which the air passes before the air reaches the
body of liquid.
9. A device according to claim 2, further comprising a liquid compensation
chamber in the container body, wherein the body of liquid is contained in
a lower portion of said liquid compensation chamber.
10. A device according to claim 1, wherein said inlet nozzle and said
outlet nozzle are disposed remotely from said body of liquid.
11. A device according to claim 1, wherein at least two of said elongated
members are not directly fixed to each other.
12. A device according to claim 2, wherein said inlet nozzle and said
outlet nozzle are disposed remotely from said body of liquid.
13. A device according to claim 2, wherein at least two of said elongated
members are not directly fixed to each other.
14. A method for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine having an intake
manifold by passing air through a booster container before the air enters
the intake manifold, said method comprising:
supplying air to a booster container, the booster container comprising:
a booster container body;
a body of liquid within the booster container body;
an inlet nozzle for air entering the booster container body and an outlet
nozzle for air leaving the booster container body, the outlet nozzle being
positioned so that, when the outlet nozzle is connected to the intake
manifold and the internal combustion engine is in operation, a vacuum is
generated in a portion of the container body interposed between the body
of liquid and the outlet nozzle; and
a plurality of deflectors located within and attached to said booster
container body, at least one of said plurality of deflectors being
partially immersed in the body of liquid, said deflectors comprising
elongated members collectively being constructed and arranged to define
passages through which the air subject to the vacuum and leaving the body
of liquid passes before exiting through the outlet nozzle and into the
intake manifold;
passing air into the body of liquid in the booster container body, the
liquid not being a fuel source;
influencing the air in the liquid by a vacuum created in the intake
manifold;
forming bubbles of the air in the liquid to stabilize the air influenced by
the vacuum;
passing the air leaving the liquid under vacuum through the passages
between the plurality of deflectors in the booster container body to
stabilize the stream of air; and
passing the air under vacuum out of the booster container body into an
intake manifold of the engine while retaining the liquid in the booster
container body.
15. A method according to claim 14, further comprising passing the air
around at least one deflector before the air enters the liquid.
16. A method according to claim 14, further comprising passing the air
leaving the body of liquid into a liquid compensation chamber.
17. A method according to claim 14, wherein at least some of the deflectors
are spaced from each other to form at least some of the passages, and
further wherein the method further comprises passing the air leaving the
body of liquid through the passages formed by the spaced deflectors.
18. A method according to claim 14, comprising passing the air into a body
of liquid which is a member selected from the group consisting of mineral
oil, engine oil and methanol.
19. A device for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine that generates a vacuum
when in operation, said device comprising:
a booster container body;
a body of liquid within said booster container body, said body of liquid
not being a fuel source;
an inlet nozzle for air entering said booster container body and an outlet
nozzle for air leaving said booster container body, said outlet nozzle
being communicable with the internal combustion engine so that, when the
internal combustion engine is in operation and in communication with said
outlet nozzle, the vacuum is generated in a portion of said container body
interposed between said body of liquid and said outlet nozzle; and
a plurality of deflectors located within and attached to said booster
container body, at least one of said plurality of deflectors being
partially immersed in the body of liquid, said deflectors collectively
being constructed and arranged to define passages through which the air
subject to the vacuum and leaving said body of liquid passes before
exiting through said outlet nozzle.
20. A device according to claim 19, wherein said inlet nozzle and said
outlet nozzle are disposed remotely from said body of liquid.
21. A device for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine having an intake
manifold to which said device is connectable, said intake manifold
generating a vacuum when the internal combustion engine is in operation,
said device comprising:
a booster container body;
a body of liquid within said booster container body, said body of liquid
not being a fuel source;
an inlet nozzle for air entering said booster container body and an outlet
nozzle for air leaving said booster container body, said outlet nozzle
being positioned so that, when said outlet nozzle is connected to the
intake manifold and the internal combustion engine is in operation, the
vacuum is generated in a portion of said container body interposed between
said body of liquid and said outlet nozzle; and
a plurality of deflectors located within and attached to said booster
container body, at least one of said plurality of deflectors being
partially immersed in the body of liquid and positioned so that air
passing through said body of liquid passes therearound, said deflectors
collectively being constructed and arranged to define passages through
which the air subject to the vacuum and leaving said body of liquid passes
before exiting through said outlet nozzle and into the intake manifold.
22. A device according to claim 21, wherein the inlet nozzle and the liquid
are connected by a passage comprising an additional deflector.
23. A device according to claim 21, wherein the liquid comprises mineral
oil.
24. A device according to claim 21, wherein the booster container is made
of molded plastic polymer.
25. A device according to claim 21, wherein at least two of said deflectors
are partially immersed in the liquid.
26. A device according to claim 21, wherein some of said deflectors are
spaced from each other.
27. A device according to claim 21, further comprising a passage in the
container body through which the air passes before the air reaches the
body of water.
28. A device according to claim 21, further comprising a liquid
compensation chamber in the container body, wherein the body of liquid is
contained in a lower portion of said liquid compensation chamber.
29. A device according to claim 21, wherein said inlet nozzle and said
outlet nozzle are disposed remotely from said body of liquid.
30. A method for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine having an intake
manifold by passing air through a booster container before the air enters
the intake manifold, said method comprising:
supplying air to a booster container, the booster container comprising:
a booster container body;
a body of liquid within the booster container body;
an inlet nozzle for air entering the booster container body and an outlet
nozzle for air leaving the booster container body, the outlet nozzle being
positioned so that, when the outlet nozzle is connected to the intake
manifold and the internal combustion engine is in operation, a vacuum is
generated in a portion of the container body interposed between the body
of liquid and the outlet nozzle; and
a plurality of deflectors located within and attached to said booster
container body, said deflectors collectively being constructed and
arranged to define passages through which the air subject to the vacuum
and leaving the body of liquid passes before exiting through the outlet
nozzle and into the intake manifold;
passing air into the body of liquid in the booster container body, the air
not being a fuel source;
influencing the air in the liquid by a vacuum created in the intake
manifold;
forming bubbles of the body of liquid not in the liquid to stabilize the
air influenced by the vacuum;
passing the air leaving the liquid under vacuum through the passages
between the plurality of deflectors in the booster container body to
stabilize the stream of air; and
passing the air under vacuum out of the booster container body into an
intake manifold of the engine while retaining the liquid in the booster
container body.
31. A method according to claim 30, further comprising passing the air
around at least one deflector before the air enters the liquid.
32. A method according to claim 30, further comprising passing the air
leaving the body of liquid into a liquid compensation chamber.
33. A method according to claim 30, wherein at least some of the deflectors
are spaced from each other to form at least some of the passages, and
further wherein the method further comprises passing the air leaving the
body of liquid through the passages formed by the spaced deflectors.
34. A method according to claim 30, wherein said liquid comprises mineral
oil.
Description
This application is the national phase of international application
PCT/US96/20003 filed Dec. 19, 1996 which designated the U.S.
FIELD OF THE INVENTION
The present invention concerns internal combustion engines, and more
particularly, this invention refers specifically to the optimal reduction
of fuel consumption derived from the increase of volumetric and combustion
efficiencies, produced by additional air supplied through the intake
manifold, while reducing the work and vacuum effort of pistons. All of
which allows a simultaneous reduction of fuel and a noticeable power
boost. The system is intended to work for most internal combustion
engines.
BACKGROUND OF THE INVENTION
1. Definition of Terms
A) Internal combustion engines: in general refers to engines that naturally
aspirate with a throttle valve controlling and restricting the air flow
through the intake manifold and where fuel does not partake in a lubricant
function.
B) Any fuel delivery system, for example, carburetor, throttle body
injection continuous injection system, multipoint injection, pulsed
electronic fuel injection, mixer dosifier of air for natural gas or liquid
petroleum gas, diesel direct injection.
C) Any fuel: refers mainly to fuels inflammable by a spark of ignition,
such as: gasoline, methanol, ethanol, or gasohol mixtures, natural gas,
liquid petroleum gas. In case of any reference to diesel or fuel-oil, we
will refer specifically to them.
2. Background Discussion
It is common knowledge that for a conventional combustion engine, the ideal
combustion could be defined by the relation between: the maximum amount of
energy generated by the minimum amount of fuel mixed with the exact amount
of oxygen present in the air-fuel mixture, uniformly distributed in each
cylinder to produce the total burning of fuel, while a minimum production
of solid residues and polluting emission results. This definition would
represent reaching almost 100% efficiency in a combustion process. For the
purpose of reaching maximum efficiency and a significant reduction of fuel
consumed by internal combustion engines, it is convenient to discriminate
the main factors involved in the combustion process as well as the
problems and limitations of operational design inherent to engines and how
it affects their internal combustion and performance.
3. Oxygen, Essential Factor
In order to burn fuel and for combustion to take place, it is necessary for
a carburetant to be present. Specifically, the carburetant is oxygen,
which is an indispensable element for enabling combustion to take place.
Combustion is an oxidation process where the elements carbon and hydrogen
present in the oxidation reaction provide high energy production and
harmless byproducts (carbon dioxide and water).
RICH CONDITION--If we work with an excess of fuel and there is not enough
oxygen to burn all the fuel, it will result in certain portions of
uncombusted fuel, which will form carbon deposits in the combustion
chamber and highly toxic emissions such as residual hydrocarbons and
carbon monoxide expelled to the environment through the exhaust system.
Also, engines will consume a greater amount of inefficient fuel wasted in
producing harmful byproducts and not in generating energy.
LEAN CONDITION--Due to the fact that all the oxygen used in internal
combustion engines is supplied by atmospheric air with the inconvenience
that air can only supply approximately 20% of oxygen together with an
unwanted 80% of nitrogen, it would be reasonable to supply excess of air
to burn all the fuel entering the combustion chamber. But, the problem is
that excess air generates high combustion temperatures and both elements
nitrogen and oxygen combine, thereby forming nitrogen oxides (NOx
emissions) which are harmful byproducts, key element of smog. Both working
conditions (rich and lean) produce harmful emissions contributing to smog
formation, in contrast to the clean air desired.
STOICHIOMETRIC RATIO
For today's engines, with the increased emphasis on fuel economy and
reduced emissions, the air-fuel ratio has to be controlled much more
carefully. The ideal air-fuel ratio, the one which yields the most
complete combustion and the best compromise between rich and lean mixtures
is 14.7:1, the mixture is neither rich nor lean, this ratio is expressed
in terms of mass. Modern technologies and vehicle manufacturers express
that the stoichiometric ratio can also be described in terms of the air
requirements of engines, and calls this, the `EXCESS AIR FACTOR` or
LAMBDA. At the Stoichiometric Ratio, when the amount of air equals the
amount required for complete combustion of fuel and there is no EXCESS
AIR-Lambda=1. When there is excess air (air-fuel ratio leaner than
stoichiometric) Lambda will be greater than one. When there is a shortage
of air (air-fuel ratio richer than stoichiometric) then Lambda will be
less than one. This concept of Lambda (the excess air factor) was created
to support thinking in terms of the air requirements of engines working
with electronic fuel injection where intake air-mass flow is measured and
a computer determines the corresponding amount of fuel to be injected.
Older carburetor systems tend to run richer than the ideal air-fuel ratio,
where air flow through carburetors extracts proportional amounts of fuel
from venturis. In other words, every time the term "Air" appears in this
application, it should be understood, which way and how much oxygen is
supplied to the engine and possible harmful byproducts affecting
emissions.
LIMITATIONS OF THE OPERATIONAL DESIGN
This concerns, restrictions and inconveniences related to engine design
that affect negatively the appropriate supply of "Air" for the combustion
process promoting incomplete combustion and affecting regulated emissions.
Main Limitation--It is well known that in carbureted and throttle body
injected (Central Injection) engines, the fuel and the air, are supplied
together by the fuel delivery system, where the vacuum low pressure is
responsible for the aspiration and formation of an air flow drawn from the
ambient (at atmospheric pressure). This intake air flow will receive the
intake atomized fuel (from venturis or fuel injectors) in order to
transport it, mixed in the air current running through the intake manifold
for its later ignition at the combustion chamber. In multipoint fuel
injection (Ported Injection) fuel is sprayed by injectors at ports located
into the intake manifold very near to the intake valves. For both cases,
older and latest fuel delivery systems, the main limitation is the
throttle valve controls that restrict the unique air supply. This joint
supply of fuel and restricted air creates an inconvenient interdependence
between them, which in the end translates into limitations imputable not
only to the design, but also to the way the engine performs and the way
the fuel delivery system operates under different throttle positions and
vacuum variables, generating problems such as: defective vaporization and
adherence of liquid fuel to elbows, walls, and ports of the intake
manifold; irregular distribution of air-fuel mixture to each of cylinders;
rich or lean mixtures under different operational conditions. All these
problems translate into partial burning of fuel resulting in certain
portions of uncombusted fuel wasted in producing harmful byproducts.
Furthermore, for carbureted engines it is impossible to increase the air
flow, taken in through the fuel delivery system, without producing
simultaneously extraction and aspiration of an additional amount of fuel.
Consequently, this explains the inconvenient interdependence resulting
from a joint supply of air and fuel, as well as removing the possibility
of supplying additional air by restricted normal intake. On the other
hand, in order to reduce the fuel consumption, obviously the amount of
fuel delivered should be reduced. To manage this, we must reduce the
diameter of the passages located at internal parts (gillets, venturis, or
injectors), through which the fuel runs in the fuel delivery system, or
shorten the pulse time (Electronic Injection). Such a reduction could be
so noticeable, that it would be very easy to find the proper amount of
restricted air to match and carry out the combustion of all the reduced
amount of fuel, with a minimum production of residues and effluents, but
also, energy excepted by explosion will be reduced, thus generating less
power. From the above we can derive that a reduction of fuel `per se`,
implies a sacrifice in the power of the engine. Such problems and
limitations just mentioned are subject to corrections and improvements,
this is one of the objectives of this invention.
BRIEF SUMMARY OF PRIOR ART
During several years, numerous efforts have been made focused mainly in
developing methods to reduce gasoline consumption, while improving
efficiency of combustion and at the same time, reducing the exhaust
emissions and fumes expelled-to the environment. A great number of new
techniques and a diversity of inventions have been implemented and
developed, in order to correct certain deficiencies of carbureted and
central injected engines, such as: incomplete vaporization of gasoline,
air-fuel mixtures for different driving conditions, irregular distribution
of fuel in the cylinders, lack of air during acceleration or oxygen
insufficiency. In order to overcome these deficiencies, various devices
have been developed to generate micro-turbulences with air at sonic
speeds, vaporized hot air, air injection controlled by: diaphragms,
valves, pistons, or passages with narrow opening and small orifices. Other
methods and devices inject pure oxygen alone or mixed with air. After
having analyzed each of these systems and devices in detail, it is
possible to observe that none of them have been designed to reduce the a
mount of fuel `per se` entering the combustion chamber. Nevertheless, we
can observe that they allow the entrance of previously filtered air in
some cases at intervals and in other cases in a continuous pattern, while
in yet other cases the ambient air is introduced using pressure. Most of
these are connected below the fuel delivery system, either through the
P.C.V. valve or directly to the intake manifold. But, all of them impose
limitations and restrictions by blocking the running of the necessary
volume of additional air.
To understand the restrictive supply of air through devices, it would be
convenient to explain the meaning of vacuum in terms of Absolute Pressure.
The manifold vacuum is currently specified in inches of Mercury (In. Hg).
"29.92 in. Hg" is the difference between standard atmospheric pressure at
sea level and absolute vacuum. Using Atmospheric pressure as a baseline
zero, any lower manifold pressure is expressed as a negative value-vacuum
implying a strong, sudden pull of air. On the other hand, using Absolute
Pressure as a reference point, the piston on its intake stroke is creating
a very low pressure in the cylinder approaching zero Absolute Pressure, or
Maximum Absolute Vacuum. Outside the engine, atmospheric pressure is
always a positive value, and it is continuously pressing over the throttle
valve which separates both opposite pressures and regulates the intake air
flow. Incoming air is matched with fuel to produce power and an increase
in r.p.m. replacing the lost vacuum, by this form the engine works in a
compensated way. The undiscriminated supply of additional air through an
alternate way (devices), would produce a drastic reduction of negative
pressure of vacuum (Low Absolute Pressure), by its abrupt annulment with
the positive atmospheric pressure (High Absolute Pressure) causing sudden
compensation (the quick equalizing) of both pressures without raising the
r.p.m., provoking failures and disfunction of the engine until it is
turned off.
Advanced Technologies. Government standards for emissions and fuel economy
are becoming increasingly important to save fuel and clean air, and to
preserve the global environment. During the past three decades, car makers
have been continuously working to meet mandated fuel economy standards and
tighter emission limits for the 90's. Computerized engine control and fuel
injection are the only way to meet those needs. In contrast with
carburetors, the throttle valve regulates (restriction) only air flows
into the engine, and fuel injection systems deliver fuel by forcing it
into the incoming air stream. Incoming air is measured by air flow or air
mass sensors, signals received by computer determine the fuel to be
delivered in precise amounts based directly on that measure. Multipoint
systems delivers fuel at the engine intake ports near the intake valves.
This means that the intake manifold delivers only air, in contrast to
carburetors or single-point (Central) fuel injection systems in which the
intake manifold carries the air-fuel mixture. As a result, these systems
offer the following advantages: (1) Reduced air-fuel ratio variability;
(2) Fuel delivery matched to specific operating requirements; (3) Improved
driveability by reducing the throttle change lag which occurs while the
fuel travels from the carburetor or throttle body to intake ports; (4)
Increased fuel economy by avoiding condensation of liquid fuel on interior
walls of the intake manifold (manifold wetting); (5) Engine run-on is
eliminated when the key is turned off. Additionally, the exhaust oxygen
sensor (Lambda sensor) and the control module (Computer) form the air-fuel
ratio closed-loop system that continually adjusts the mixture by changing
the fuel-injector pulse time. In normal warm operation the oxygen sensor
generates a higher voltage because the mixture is rich, so the control
module reduces pulse time to make the mixture lean. Oxygen sensor voltage
falls, so the control module increases pulse time to enrich the mixture.
Closed-loop air-fuel ratio control operates quickly and continuously to
maintain the air-fuel ratio as close as possible to the stoichiometric,
because this control cannot hold the air-fuel mixture within the required
range. Successful operation of a three-way catalytic converter requires
that the air-fuel ratio be maintained at Lambda=1. At this point the
emissions of all three pollutants (NOx,CO and residual HC) is reduced to
the lowest level. Because of tightening exhaust emissions regulations and
the need for a three way catalyst, a Lambda sensor (exhaust gas oxygen
sensor) is provided on virtually every car made since 1981, domestic or
import, fuel injected or carbureted. Catalytic converters control
emissions and reduce the need for engine tuning. In addition, government
legislation established an average miles per gallon (mpg) standard to
apply to the total fleet of cars each manufacturer delivers each year.
Further, the target mpg standard rose each year, starting at 18 mpg in
1978, and rising up to 27.5 mpg in the 1990's. The obvious question: What
is the reason? Harmful emissions under partial combustion control have
been discussed above. NOx controlled harmless emissions and carbon dioxide
(CO2-greenhouse effect) emission will be discussed below. Until recently,
carbon dioxide (CO2) was considered a harmless emission. But now the
greenhouse effect must be considered. Recent studies show that CO2 is
accumulating in the upper atmosphere, trapping global heat much as glass
traps heat in a greenhouse. Most experts consider that global warming of
only a few degrees would have disastrous worldwide results.
The probable results are a rise in global temperatures, successive heat
waves, and iceberg melting, which would raise Ocean levels to flood
seaside properties worldwide. Any burning of fossil fuel (even properly
combusted) produces carbon dioxide. About 750 cu. ft. of invisible
CO.sub.2 (twice the volume of a typical car) are expelled through exhaust
systems for each gallon of fuel burned. Unlike the other combustion
by-products (HC,CO,NOx), the CO.sub.2 cannot be treated to eliminate its
harmful effects. Reduction in CO.sub.2 requires reducing the amount of
fuel burned. It is an object of this invention to improve efficiency to
its `optimal level`.
The provision of a nonrestrictive device that allows entry of additional
air, via the intake manifold, avoiding the internal decompensation of the
engine, but that at the same time allows a `per se` fuel-CO2 reduction,
without a loss of power, is another principal objective of this invention.
OBJECTS OF THE INVENTION
During the past half century, until today, internal combustion engines that
work like air-vacuum pumps have been used. A piston traveling downward on
its intake stroke creates a vacuum (pressure lower than atmospheric) in
the cylinder. In theory, the amount of air which is taken in by an engine
is determined by the displacement and the r.p.m. The term used to describe
how well the engine aspirates air and the true value as compared to the
theoretical 100%, is `Volumetric Efficiency`. In practice, several factors
reduce the theoretical maximum: (1) Valve timing limits the amount of air
which can be taken-in on the downward displacement stroke or pumped out on
the exhaust stroke. (2) Volumetric efficiency is reduced on the intake
side by: the air filter, the choke throttle valve (carburetors), the air
flow sensor (vane type, and sensor plates used in fuel injection), the
throttle valve, and the intake manifold and ports. They impede the free
flow of air into the combustion chamber. (3) Volumetric efficiency is
further reduced by the restrictions of the exhaust system: exhaust
manifolds, catalytic converters, mufflers. Even more, today's most
sophisticated engines run Wide Open Throttle (WOT) in the 70-80% range;
while old carbureted systems run WOT in the 50-60% range. When the
throttle valve is fully open, it causes almost no restriction, and full
atmospheric pressure is admitted to the intake manifold. This creates the
greatest possible difference between manifold pressure and cylinder
pressure, and the greatest intake air flow. The least intake air flow
occurs when the throttle valve is nearly closed. The restriction of the
throttle valve limits the effect of atmospheric pressure. There is little
difference between manifold pressure and the low pressure (vacuum) in the
cylinders, obviously air flow is very low. At this point we could ask,
what is the Volumetric Efficiency range for this condition? Certainly not
all engines run at WOT conditions. Normally, engines run WOT (maximum
volumetric efficiency) just for a short time; most of the time they run
at: idling, coasting, or part-throttle acceleration (throttle is nearly
closed, equals low volumetric efficiency). This restrictive operation
causes an extreme vacuum condition (low pressure) implying that pistons
must aspirate from a practically closed inner space that at the same time
is empty and lacks air. This occurs during their downward displacement
(intake stroke), resulting in negative work and effort, that is to say,
inefficient work which implies a waste of the energy generated by the
explosion, while additional amounts of fuel are consumed producing this
wasted energy. The vacuum has the capacity to aspirate constantly variable
volumes of air depending on the internal displacement and the number of
revolutions per minute (rpm) of the engine. For a four stroke engine, the
internal total volume of cylinders should be filled within two
revolutions. Since the production of the vacuum is constant, this implies
a constant inefficiency and waste of unnecessary fuel-working energy in
each revolution of the engine.
From this we can assert that even if ideally a 100% efficiency could be
reached during the combustion, the resulting power could never correspond
to the power that could be generated by 100% of the energy excerpted from
the explosion.
To sum up, it is possible to describe the combustion that takes place in
any conventional engine as an incomplete and defective process due mainly
to the inadequate and restricted supply of ambient air which carries the
carburetant oxygen which is absolutely necessary in a variable
volume-mass, but always enough to carry out the total burn of the variable
volume-mass of any type of fuel delivered through any kind of fuel
delivery system, in accordance with the operating conditions of the said
engine. In relation to this incomplete combustion there are several
problems and limitations that must be overcome:
1. Insufficient and restricted air supply.
2. Non-burned fuel consumption without any energy production.
3. Wasted fuel producing harmless and harmful emissions.
4. Close in conditions and internal extreme vacuum.
5. Negative work and effort due to vacuum production.
6. Combusted fuel consumption to producing wasted energy.
7. Wasted energy to supply the negative work of pistons.
8. Poor engine volumetric efficiency.
9. Loss of power due to fuel reduction.
10. Engine failures due to decompensation (vacuum leaks).
In accordance to the solution of the problems and limitations previously
expressed, the objective of the present invention is to provide a
versatile system that can be adapted to most internal combustion engines.
One that has been designed to supply variable volume-masses of clean air
through an alternate non-restrictive way, where the air flow is regulated
by the operative rotation (rpm) of the engines during different working
conditions, while not provoking failure or disfunction due to
decompensation. Such compensation system should improve and make the
appropriate corrections to the problems previously mentioned.
SUMMARY OF THE INVENTION
This and other objectives, will be made clear in the following
specification and claims, attributed to the "Fuel Consumption Optimizer
and Carbon Dioxide Emissions Reducer" system, from here on referred to as
"Air-Power Booster". This system is based on "The Air-Vacuum Liquid
Compensation Device" of the present invention.
The fuel consumption optimizer and carbon dioxide emissions reducer, or
"air-power booster" is a device for optimizing fuel consumption and
reducing carbon dioxide exhaust emissions in an internal combustion
engine, wherein a vacuum is generated when the engine is started. The
device includes a booster container having a contained body, an inlet
nozzle for air at atmospheric pressure entering the booster container and
an outlet nozzle for air under low pressure vacuum leaving the booster
container, a body of liquid within the container body, the body of liquid
being located in a lower portion of the container body remotely from the
inlet nozzle and the outlet nozzle, a plurality of deflectors located
within and attached to the container body, forming passages through which
the air travels and at least one of the plurality of deflectors is
partially immersed in the body of liquid. The air leaves the body of
liquid under vacuum low pressure and passes through passages formed
between the plurality of deflectors and leaves the booster container
through the outlet nozzle which is connected to the internal combustion
engine. Most internal combustion engines have an intake manifold and a
throttle reducing device. The air at atmospheric pressure enters the
booster container and passes through an atmospheric pressure chamber and
through a passage around at least said one of the deflectors into the body
of liquid and is influenced in the body of liquid by low pressure vacuum
from the intake manifold, which causes the air to form bubbles. The air
leaves the body of liquid under the low pressure vacuum and passes through
the passages formed between the plurality of deflectors and leaves the
booster container through said outlet nozzle which is connected to the
intake manifold of an internal combustion engine, whereby the air travels
to the intake manifold under the low pressure vacuum. The liquid is unable
to reach the outlet nozzle due to the configuration of deflectors. The
booster container may be made of injection molded plastic polymer or other
material or by another method, as known in the art. The plurality of said
deflectors are positioned spaced away from each other, forming passages
for air leaving the liquid to pass therebetween before exiting the
container through the outlet nozzle.
A method for optimizing fuel consumption and reducing carbon dioxide
exhaust emissions in an internal combustion engine having an intake
manifold is carried out by passing air through a booster container before
the air enters the intake manifold. The method includes supplying air at
atmospheric pressure to a booster container which includes a plurality of
deflectors within and attached to the container, passing the air around at
least one of the deflectors before the air enters the body of liquid in
the booster container, influencing the air in the liquid by a vacuum
created in the intake manifold, forming bubbles of the air in the liquid
to stabilize the air influenced by the vacuum, passing the air leaving the
liquid under vacuum into a liquid compensation chamber and through
passages between the deflectors in the booster container to stabilize the
stream of air and passing the air under vacuum out of the booster
container into an intake manifold of the engine.
The Air-Power Booster is formed by: 1) air-vacuum liquid compensation
device or booster component of the system; 2) flexible tubing, optional
control valves and accessories that regulate the air flow and allow the
adaptation of the system to different sizes and models of engines, as well
as to types of fuel delivery systems and fuels used; 3) optional
electronic indicators for remote observation (dashboard) which measures
the flow and speed of air supplied through the booster, allowing the
engine operator or vehicle driver a visual observation of the air
flow--speed coming into the engine, while at the same time levels of
`Optimum Fuel Consumption` are indicated.
The main function of the `Air-Vacuum Liquid Compensation Device`, known as
"the Booster", is to allow the internal vacuum low pressure (produced
during an intake stroke) to aspirate continuously variable mass-volumes of
atmospheric air of ambient pressure entering through the booster. This
incoming air will easily overcome the surface tension of the liquid
contained in the booster, assisted by the vacuum-low pressure present on
the opposite side of the liquid. The only resistance that should be
overcome by the air passing through, will be the one imposed by the
surface tension of the liquid and this can be considered zero or null. On
one side of the liquid we find about ambient atmospheric pressure (1
bar=100 kpa=14.5 psi) and on the opposite side: low pressure providing a
vacuum (0.1-0.35 bar=10-35 kpa=1.45-5.80 psi). Additionally, the body of
liquid providing the liquid compensation or stabilization will act as a
non-restrictive dynamic control valve while at same time it acts like a
filter, retaining all the extraneous particles found in the air. This is
an additional and secondary function of the liquid. As a result of this
process, an additional current of clean and compensated air will flow
continuously, supplying variable mass-volumes dependent on the operative
rotation (rpm) and the volume of total internal displacement of the
engine. Due to the fact that the air passing through the body of liquid is
converted into bubbles, it will travel upward very fast in an interrupted
pattern, but it will never run in a continuous pattern. Running this way,
the body of liquid acts like a non-restricted dynamic valve. The
compensated or stabilized air current at low pressure enters directly into
the intake manifold, filling partially the internal volume of the engine,
allowing it to work in a less restrictive condition, more open to the
atmosphere, reducing the conditions of extreme-closed high vacuum
(excessive low pressure) without failure or disfunction due to
decompensation or lack of stabilization. All of this is possible without
affecting the function of valves, devices, or accessories dependent on the
vacuum which will continue to work in the conventional way, (Exhaust gas
recirculation (EGR) valve, spark ignition timing, shift box valve,
air-conditioned accessories).
The objectives fulfilled by these new operative working conditions,
produced by the constant presence of additional air, filling the internal
volume (space) of the engine, imply advantageous changes in the
performance of the engine. Bestowing to the `Air-Power Booster`
characteristics that separate it, in a very distinctive and ample manner,
from all others included in the prior art, while at the same time
conforming to the uniqueness of this invention, as explained below.
Significant reduction of fuel usage "per se", while at the same time
increasing torque and power is obtained. As we know, air is drawn into the
engine with each intake stroke of each piston. The piston moving down on
its intake stroke increases cylinder volume and lowers pressure in the
cylinder (producing vacuum). With the intake valve open, atmospheric air
(at higher positive pressure) rushes in from the intake manifold to fill
the cylinder. In simplest terms, air intake occurs because normal
atmospheric pressure is higher (pressure from outside toward inside) than
the lowest pressure (vacuum implies sudden strong pull) in the cylinder.
Air rushes in during the intake stroke, trying to equalize both pressures.
In most engines, the throttle valve restricts intake air flow. As we open
the throttle, the opening to atmospheric pressure raises the manifold
pressure. So, in practice, the amount of air that rushes into the cylinder
on the intake stroke depends on the difference between the pressure in the
intake manifold and the lower pressure in the cylinder. While pressure in
the intake manifold depends on throttle opening, the greatest restriction
occurs when the throttle is closed or nearly closed (idling, coasting,
part-throttle acceleration), causing extremely high vacuum conditions, and
the engine working at its lowest volumetric efficiency, with the piston
aspirating from a close inner space practically empty and lacking air,
making great effort and wasting energy during its vacuum production. Here
lies the importance of the `Air-Vacuum Liquid Compensation Device`, which
allows the internal restricted conditions derived from the throttle valve
restrictive operation to change. The `booster` does not impose any
restriction and, furthermore, facilitates the intake of additional air,
supplying it directly to the intake manifold in a stable and compensated
way. This will imply that most of the aspirated air will be entering
mainly through the `booster`. This new and advantageous event will allow
the restrictive air flow coming from the throttle valve (carrying fuel or
alone), to become dependent and manageable (under control) by the
non-restrictive flow of compensated air originated by the Booster. To a
greater flow coming from the booster there will be less flow restricted by
the throttle, and vice versa, to a lesser flow of compensated air one will
obtain a greater flow restricted by the throttle. In simplest terms, we
could say that the amount of air entering directly to the intake manifold
could be deduced from the restricted amount of air controlled by the
throttle valve.
The following is an example: a carbureted system, V6, 3.0 liters (lt.)
engine working at 1000 rpm (idling) will aspirate 1.500 lt. of air-fuel
mixture per minute (working at its 100% volumetric efficiency) through its
restrictive throttle valve, if we supply through the `Booster` 33.33% of
air related to the total volume aspirated, it will imply that only 1000
lt. of air-fuel mixture will enter through the restrictive throttle valve.
As the volume of fuel extracted by the air passing through a venturi
system is proportional to the intake air flow, the volume of fuel will be
33.33% less than the volume originally aspirated. This example explains,
the fuel reduction for a carbureted engine. For Hi-tech Electronic Fuel
Injected Systems, the principle is the same, except that the throttle
valve restricts only the intake air, manifold sensors will measure the
incoming air, sending electrical signals to the electronic control module
(Computer), which calculates the proper amount of fuel to be injected at
the ports. The Lambda Sensor measures the amount of oxygen in the exhaust
manifold, and determines the deviation of air-fuel mixture combusted in
relation to the stoichiometric (Lambda=1) neither rich nor lean air-fuel
ratio, or zero excess of air, the resulting voltage (0.1-0.9 volts) of the
Lambda Sensor is registered by the electronic control module, determining
the pulse time of electrojectors (electronic injectors). In this way, the
control module and Lambda Sensor work jointly in a closed-loop operation,
to maintain the air-fuel mixtures as close as possible to the
stoichiometric air-fuel ratio. The principle of operation is the same, but
the difference is that intaking air through the booster will not be
measured by the manifold air flow sensors, making the air-fuel mixture
lean for the first time, but the Lambda Sensor will send a low voltage
signal (less than 0.45 volts), reporting a lean air-fuel ratio to the
control module, which will enrich the next mixture but related to a lower
intake air flow measured by the intake manifold air flow sensor.
Obviously, the fuel injected will be less. This also, is a fuel reduction
"per se". It is very important to highlight that the reduction of fuel
consumption "per se", involves, in an implicit way a loss of engine power
when the device is not used.
This loss of engine power has been canceled and overcome by the new
operative conditions of the engine, derived from the constant presence of
stabilized or compensated air coming from the booster. This compensated
air flow entering directly through the intake manifold, will partially
fill the internal space (volume) of the engine, raising the manifold
pressure, implying a significant reduction of maximum vacuum condition,
increasing the air flow from the manifold to the cylinder's inner space,
thereby increasing the volumetric efficiency of the cylinder, while at the
same time, allowing a dramatic reduction of the work-effort of the
pistons, which now can intake suctioning from a partially open space and
not from the closed-in space with a lack of air under extreme vacuum
conditions (excessive low pressure). All this translates into an increase
of torque and power produced by the maximum quantity of energy efficiently
generated with a minimum volume of fuel. In this way, the Air-Power
booster allows a significant reduction of fuel consumption with a
noticeable power boost. Additionally, the optional electronic remote
observation device which indicates the speed-flow of air entering the
`booster`, mentioned above, offers the distinct advantage of observing in
real time, the degree of optimum consumption of fuel. This allows the
operator to obtain the best operative efficiency of the engine. It is
important to mention, that the amount of air supplied by the booster to
the intake manifold is easily adjustable and controlled by means of a
vacuum meter and a restriction valve, allowing supply of the proper amount
of air which will allow use of energy and horse-power previously wasted.
This in accordance with the internal displacement volume of different
engines.
The concepts set forth above are employed for and have been satisfactorily
tested on engines equipped with different fuel delivery systems, for
example, carburetors, single injection (central TBI), continuous injection
(CIS), multiport fuel injection (MFI), multi-point sequential fuel
injection (SMFI) and air-natural gas mixer-dosifiers, which works with a
throttle valve restrictive system.
Similarly, the Air-Power Booster has been tested on a Mercedes Diesel 4L
cylinder, equipped with a Diesel direct injection engine, using a throttle
valve air flow control. A significant reduction of diesel consumption as
well as a significant reduction of black fumes expelled trough the exhaust
pipe were reported. In the same way, the Air-Power Booster can also be
installed to work in turbo-diesel injected engines. But a solenoid or
check valve should be used in order to close the air-vacuum line
connecting the booster to the intake manifold. The booster will work
during the inactivity period of the Turbo, that is to say during the low
rpm range.
Finally, another no less important feature of the uniqueness of the
Air-Power Booster is due to the fact that the system works mainly by
correcting the previous operational limitations and increasing the engine
efficiency and furthermore by improving the efficiency of combustion
affecting reducing the byproducts formed. The system may use any fuel
delivered by any fuel dispensing system with a restricted air flow
control. On the other hand, it is the only system based on the principle
of Liquid Compensation of Pressures that allows the adjustable intake of
stabilized or compensated air-oxygen without causing failures by
destabilization or decompensation, while it reduces significantly the
work-effort of the piston during its vacuum production, which at the end
translates into an optimal fuel consumption with the least amount of
carbon dioxide emitted to the environment.
BRIEF DESCRIPTION OF THE DRAWING
FIG. 1. is a longitudinal sectional view showing a schematic air flow
passing through an Air-Power Booster system of the invention as it
continues towards the intake manifold of an internal combustion engine
(not shown).
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
FIG. 1 schematically depicts an Air-Power Booster system of the invention,
which includes an air-vacuum liquid compensation device 1, accessories to
control and regulate the air-vacuum line 12B, 12C, 12SV, and 11VM which
allow adequate calibration, installation and use of the system in
different types of internal combustion engines, and an optional air
speed-flow remote electronic indicator device 3.
1) The air-vacuum liquid compensation device 1, called in short the Booster
1, in the non-limiting example illustrated in cross-section through a
center thereof, has a planar front face and rear face and an asymmetric
decagonal form due to its internal labyrinth configuration, and is made of
a molded polymer container, having exterior measurements of: height 138
mm, width 90 mm, and depth 65 mm. The external walls have 3 mm thickness,
while the internal deflection walls have 2 mm thickness. The booster 1
includes an inlet nozzle and an outlet nozzle, each having a 3/8 inch
I.D., the inlet 10A being inclined downward, and the outlet 12V being
disposed substantially horizontally. Internally, booster 1 is divided by
an irregular central wall 11 extending from the top wall 1T towards the
bottom wall 1B of the booster 1. Wall 11 does not reach the bottom wall
1B. The horizontal portion of wall 11 has a central opening or hole 13
having a diameter of 3/8 inch. There is a 3-8 mm gap between the bottom
wall 1B and the horizontal portion of wall 11. The horizontal portion of
wall 11 is joined to the rear wall 1R which extends from the outlet nozzle
12V downward to the bottom wall 1B of booster 1.
This configuration creates the liquid compensation chamber 12 which is
contained in the booster 1 while at the same time it creates the
atmospheric pressure chamber 10, chambers 10 and 12 being divided by the
central wall 11 which has at its bottom a pair of smaller deflectors 11D
and the 3/8 inch ID central opening 13 interconnecting fluidly the
atmospheric pressure chamber 10 with the liquid compensation chamber 12.
When the engine is not running (turned off) compensating liquid 14 is
found occupying partially the lower portions of both chambers 10 and 12,
but when the engine is turned on (running) the compensating liquid 14 will
migrate from the chamber 10 through the central opening 13 raising its
internal level in the liquid compensation chamber 12. On the other hand,
internally the liquid compensation chamber contains two small deflectors
15A and 15B, one central deflector 15C partially immersed in the
compensating liquid 14, all of them inclined, and three irregular
deflectors 15D, 15E, and 15F with their lower ends inside the liquid
compensator 14. The upper ends of each irregular deflector 15D, 15E and
15F are located above and covering each other, whereby deflector 15D is
below deflector 15E, and deflector 15E is below deflector 15F, while the
central wall 11 has an upper deflector 11C disposed above and covering
deflector 15F and at the same time covering all of the upper ends of the
deflectors 15D, 15E and 15F. None of the deflectors are joined to each
other, but each deflector is fixed to the inner faces of the booster 1.
At the front wall 1F of the high pressure chamber 10, close to the inlet
10A, deflector 10B is located, while at the rear wall 1R of the liquid
compensation chamber 12 a small further deflector 12D is located. The
general function of each deflector is to make manageable the high speed
flow of air under vacuum leaving the compensating liquid 14, while
deflecting the compensating liquid 14 which passes into the liquid
compensation chamber 12. Such management of the flows of both air and
liquid should be highly efficient to avoid migration of the compensating
liquid 14 toward outlet nozzle 12V and this assures the exit of a clean
liquid-free air flow through the outlet nozzle 12V.
As explained above, the body of compensating liquid 14 contained in the
booster 1 acts by working as a non-restrictive dynamic valve because it is
open and closed at the same time, where on one side of the compensating
liquid 14 there is atmospheric pressure, while on the opposite side of the
compensating liquid 14 there is low pressure resulting in a vacuum. The
main function of the booster is to draw air from the ambient (at
barometric pressure) and to supply the air to the intake manifold as a
stable air flow at greatly reduced pressure.
The outlet nozzle 12V is 3/8 inches in internal diameter and is joined by a
translucent flexible hose 12T to the control-regulating valves of the air
flow. These are a spherical by-pass valve 12B, optional check valve 12C,
optional solenoid 12SV, optional remote observation device 3 installed on
a pair of T-junctions 37T, and optional vacuum-meter 11VM installed on a
T-junction 12T, each having 3/8 inch ID, conforming to the vacuum
source-air outlet line 12VA, which ends with the connector 12 IM of the
intake manifold (not shown). In some cases there is no connection
available in the intake manifold for line 12VA. As an alternative, the
connection could be made by placing a T-junction in conjunction with the
Positive Crank-case Ventilating system (pcv valve/standard for all
vehicles). The vacuum source-compensated air outlet line 12VA supplies a
negative vacuum low pressure (sudden strong pull) to the outlet nozzle 12V
located at the top rear of the booster 1, aspirating freely the internal
volume available from the liquid compensation chamber 12 equivalent to 70%
of the total volume of the compensation chamber 12, since the remaining
30% is occupied by the volume of the compensating liquid 14, where the
3/8" ID central opening 13 is submerged approximately at a depth of one
inch below the surface of the compensating liquid 14. Since starting the
engine produces a vacuum low pressure equal to an aspiration around 20 to
27 in.Hg (0.35-0.1 bar) above the liquid surface, and 1 inch below the
surface, there is atmospheric pressure of 1 bar (1 bar=ten times higher
pressure than 0.1) coming from the central opening 13 fluidly
communicating with the ambient pressure chamber 10, which receives the
incoming air flow 10H through the inlet nozzle 10A. This implies that the
compensating liquid 14 is being pulled from its upper surface by vacuum
low pressure, and pressed upward by the higher pressure of incoming air at
atmospheric pressure. Both pressures are separated only by the surface
tension and the pressure provided by 1 inch of compensating liquid 14.
Thus, the opposed resistance of the liquid can be considered totally null
or zero. The compensating liquid forms a non-restrictive valve. The result
is the instant creation of a high speed air flow drawn from atmospheric
ambient, crossing the compensating liquid 14 and finally exiting through
the outlet nozzle 12V, and subsequently accessing the vacuum
source-compensated air line 12VA reaching the intake manifold. The air
flow breaks up into bubbles as it travels through the compensating liquid
14 and the air/liquid mixture moves dynamically in the lower portions of
chamber 12, always being returned downward by the deflectors, thereby
keeping the liquid away from the exit nozzle 12V.
The compensated air flow entering the vacuum source-compensated air line
12V should be regulated according to the particular characteristics of
each engine in terms of: internal displacement volume, fuel delivery
system, and fuel used. Outlet 12V is connected to a translucent flexible
hose 12T which ends in the intake manifold connection 12IM conforming to
the vacuum source-compensated air line 12VA. To this line 12VA should be
connected during installing the control regulating valves for the
compensated air flow: spheric by-pass valve 12B, check valve 12C, solenoid
12SV, and vacuum meter 11 VM installed on a T-junction. Each having 3/8
OD, these are optional accessories, and could be present in the line but
are not indispensable to the performing of the system. Turbo engines
require an indispensable check valve 12C and a solenoid valve 12VS as
standard equipment.
It is important to point out that the booster works under a wide range of
different pressures depending on driving conditions. During conditions of
maximum acceleration (W.O.T.) at wide open throttle, internal reading of
vacuum low pressure comes close to zero (0 in. Hg.) where the engine
behaves as any normal engine without the air power booster. Here lies the
importance of the optional speed-flow remote indicator device 3, to be
inserted optionally over the vacuum source-compensated air line 12VA. This
includes a pair of T-junctions 37T, a spherical by-pass valve 33, flexible
hose 36AV, and the electronic device 3 itself. This device 3 includes a
transparent tube 1/2 inch outside diameter (O.D.) and 3/8 inch inside
diameter and 2 inches in height. Each end carries a small nozzle 3/8 inch
O.D.: lower nozzle 31, upper nozzle 32, both nozzles 31 and 32 being
designed to make contact with a metal sphere 30, but without obstructing
the flow of high speed air. Lower nozzle 31 is fluidly connected to the
by-pass valve 33 which regulates the air flow at the lower side, and the
upper nozzle 32 is fluidly connected to the flexible hose 36AV (1/4 inch
I.D.) while at the same time is connected to a T-junction 37. The lower
nozzle 32 is fluidly connected to the bypass valve 33 fluidly connected to
another T-junction 37. Both T-junctions are optionally inserted in the
vacuum source compensated air line 12VA. The by-pass valve 33 regulates
the high speed air flow through the transparent tube, causing the metal
sphere 30 to float in an antigravity fashion. Both positions of the metal
sphere 30 inside the transparent tube (top and bottom) are registered by
the electronic indicator device 3, which is provided externally with two
infrared diodes 34IR and two photo transistors 35FR located at opposite
sides of the transparent tube. The metal sphere 30 will interrupt the
infrared ace light and the interruption will generate an electrical signal
sent to a bar graph lead (not shown in the drawing) which can be observed
remotely (example, dashboard). The top position of the metal sphere
represents the optimal level of fuel consumption while the bottom position
represents the lower level. This way the operator of the engine or driver
is aided to perform efficiently.
In tests using a booster device and method described herein both the carbon
dioxide emissions and the fuel consumption were reduced. In the tables
shown below, results are shown in which a 1996 Ford Taurus and a 1996 Ford
Thunderbird were tested without (base line) and with a booster device
attached. Both the Ford Taurus and the Ford Thunderbird tested were 1996
V-6 models with electronic fuel-injection systems. The tests were
performed by an E.P.A. approved Independent Testing Laboratory. The FTP-75
test is a test used by E.P.A. to determine fuel emissions, HFET is a test
used by E.P.A. ti determine fuel economy and HOT 505 is the last portion
of the FTP-75 test, simulating city driving in Los Angeles.
______________________________________
HC(g/m) CO(g/m) NOx(g/m) CO2(g/m)
FE(mpg)
______________________________________
FTP-75
TAURUS
Base Line
0.11 0.92 0.15 420.50 21.02
With Device
0.11 0.90 0.19 365.50 24.16
% Change -13.08%
14.94%
THUNDER-
BIRD
Base Line
0.10 0.66 0.09 392.70 22.52
With Device
0.09 0.66 0.09 376.70 23.48
% Change -4.07% 4.26%
HFET
TAURUS
Base Line
0.02 0.13 0.04 296.11 29.96
With Device
0.02 0.20 0.05 244.74 36.21
% Change -17.35%
20.88%
THUNDER-
BIRD
Base Line
0.02 0.07 0.02 301.00 29.47
With Device
0.02 0.08 0.02 254.70 34.82
% Change -15.38%
18.15%
______________________________________
______________________________________
HOT 505
HC(g/m) CO(g/m) NOx(g/m) CO2(g/m)
FE(mpg)
______________________________________
THUNDER-
BIRD
Base Line
0.01 0.03 0.01 363.90 24.39
With Device
0.02 0.01 0.01 285.40 31.09
% Change -21.57%
27.47%
______________________________________
COMPENSATING LIQUID 14
This liquid performs an important function as the separating medium of the
two opposite pressures: low pressure (vacuum) and high pressure (ambient),
each acting in the same sense. This fact offers the booster 1 a wide range
of work enabling it to supply additional air-oxygen with low pressures
providing a vacuum of as high as 30 in. Hg and as low as 3 in. Hg. which
is the minimum limit for the engine to perform similarly to any other
engine without the booster.
The only resistance to the air flow as it goes through the compensating
liquid of the booster 1, is produced by the surface tension of the liquid.
Due to its density and viscosity, it could be affected by working
temperatures. The selected liquid must carry out the compensation or
stabilization process under any climatic working conditions. Example:
mineral oil is very adequate to work at below zero temperatures, since it
does not freeze and can keep an appropriate viscosity. Any engine oil SAE
30 offers appropriate results in more benign climates. Where temperatures
may run above 100.degree. F., it would be recommended to use engine oil
SAE 50-60. Oil mixtures are also suitable for use in the booster
container. Other liquids capable of functioning in this way may also be
used. The compensation liquid is not generally consumed, but it is
convenient to replace it periodically in order to discard any dust
particles retained and accumulated at the bottom of the booster. The
translucent flexible hoses allow a visual observation of the internal
level and liquid condition (engine off). To replace the compensating
liquid, all that must be done is to disconnect the booster unit, turn it
upside down and empty its contents. Later, the booster can be filled
again, up to the marked level.
ADDITIONAL USES OF THE BOOSTER
The properties of each particular liquid, allow the booster 1 to be used as
a way to supply high concentrations of extra oxygen. Methanol (CH.sub.3
OH), which is volatile and inflammable, contains 50% by weight of
molecular oxygen, and may be used in the booster as the compensating
liquid. Use of methanol will allow a flow of air, which provides a load of
50% of extra oxygen entering the combustion chamber. Therefore, the
booster will behave as a chemical supercharger, mostly applied in modified
sport engines. For this special use, the booster must have an optional
accessory to constantly replace the volume of methanol being consumed by
evaporation. In the same way, the booster can be used to supply any
chemical liquid having properties which can be advantageous due to their
intrinsic physical-chemical characteristics.
Although a preferred embodiment of the invention has been herein described,
it will be appreciated that some changes in structure can be effected
without departure from the basic principles of the invention. Such changes
are deemed to be included in the spirit and scope of the invention as
defined by the appended claims and equivalents thereof.
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