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Vaporized Fuel Injection System
Introduction
For many years, many innovative implementations of engine
technology such as Gasoline Direct Injection are employed to
improve fuel efficiency and to minimize pollution. In Gasoline
Direct Injection System, gasoline fuel in liquid state is
injected directly into the cylinder and is vaporized into
gaseous state utilizing heat in combustion chamber. However, the
vaporization of gasoline fuel will also cause the temperature in
the combustion chamber to drop; therefore, not only gasoline
fuel can not be 100% vaporized into gaseous state, but also
vaporized fuel can not be ignited efficiently. Furthermore, GDI
system does not re-use those 60% wasted heat energy that is
dissipated from engine block and exhaust pipe to perform useful
work to vaporize fuel externally and then injects vaporized fuel
to the combustion chamber. In an endeavor to help meet stringent
future emissions standards and growing environmental demands,
there is a need to continue to explore a better and more
efficient method in improving fuel efficiency and in minimizing
pollution.
Currently, more than 87% of energy is dissipated or wasted in
the form of heat, drive train loss, and idling loss. Among these
energy loss, 62% loss is mainly heat loss. More detailed
information of engine efficiency can be found at the site of
Vehicle Technologies with link at:
http://www.upei.ca/~physics/p261/projects/transportation1/webpage
11A.htm
Because engine inefficiency is mainly due to incomplete
combustion and heat dissipation, an idea came up to me how to
improve complete combustion and to recycle wasted heat energy to
perform useful work.
How does my idea work?
My idea basically includes the following steps:
1) When vehicle with gasoline direct injection system starts up
at cold temperature initially, switching valve switches at
position P1 to proceed fuel injection via downstream injector 1
as usual, and my conceptual system will not work until
temperature
inside vaporization chamber rises to minimum
pre-determined temperature, Tmin, with regulated heating sources
from exhaust pipe, engine block, radiator and etc.
2) When temperature rises to minimum temperature, Tmin, the
upstream injector 2 will start injecting gasoline fuel into
vaporization chamber until pre-determined gasoline vapor
pressure, P1, in the vaporization chamber is reached.
3) When pressures rises to pressure P1, switching valve
switches to position 2 to inject high-temperature gaseous
gasoline fuel into combustion chamber for complete combustion.
4) When pre-determined gasoline residue (un-vaporized fuel)
level, Lmax, is accumulated in vaporization chamber, switching
valve switches to position 3 to inject high-temperature
un-vaporized gasoline fuel, by means of gasoline vapor pressure
in the vaporization chamber, into combustion chamber via a tiny
duct that connects switching valve to the bottom of vaporization
chamber. Upon entering lower-pressure combustion chamber by
means of direct injection or port injection, this
high-temperature, un-vaporized, highly pressurized gasoline will
instantaneously change into gaseous state for complete
combustion. 5) When pre-determined minimum level, Lmin is
reached, switching valve will then switch back to position 2 to
continue gaseous fuel injection.
Correspondingly, pulse width duration of downstream injector 1
is appropriately adjusted respectively for lean mix purpose as
soon as 3-way switching valve switches to position 2 and
position 3 with different parameters to increase fuel economy.
Renewable fuel such as ethanol and fossil fuel such as gasoline
and diesel are working fine to VFIS. Theoretically, the higher
temperature the fuel being heated to, the higher percentage the
wasted heat energy being recovered.
For detailed information, please visit my site " Vaporized Fuel
Injection System " at www.vfis.us
About the author:
Amateur inventor
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