JPS5920863B2 - Combustion and pollutant generation control method and device for internal combustion engine - Google Patents

Description

DETAILED DESCRIPTION OF THE INVENTION An object of the present invention is a method and apparatus for controlling combustion and pollutant generation in an internal combustion engine.

Previously, methods have been proposed for injecting water and steam into the suction devices of reciprocating piston internal combustion engines.

One of the disadvantages of injecting water is that it causes excessive heat transfer when converting water to steam.

This often causes the inlet valve to become distorted.

Furthermore, water has the problem of interfering with the combustion process in the cylinder.

Uneven distribution of fuel and air plus incomplete vaporization and mixing are exacerbated by the energy consumed in vaporizing water.

Prior art proposals for steam injection can be divided into two main types.

Either the steam is injected directly into the suction manifold vacuum, or the steam is injected into a portion of the throttle valve linkage speed control.

either supplying an excess amount of steam under conditions in which it is not possible to supply a sufficient quantity of steam over the entire range of engine operation, or failing to supply the required quantity of steam; That's it.

In the vacuum control system it is not possible to inject an adequate amount of steam (generally too much) during operation, and at full load conditions there is not enough steam (generally not enough).

In both the vacuum control system and the throttle linkage control system described above, little or no steam is injected during acceleration from low speed to full load with the throttle valve fully open.

This is precisely when the maximum amount of steam injection is required.

Furthermore, in prior art proposals, it is often the case that the conduits either intentionally or in accordance with these proposals allow the steam to substantially cool before it is injected into the engine.

It is generally desirable to maintain the temperature of the injected steam as high as possible to maximize the effectiveness of the steam injection.

The present invention is capable of supplying appropriately controlled amounts of steam in relation to the operating conditions and, at times, hot exhaust gases, air, hydrogen and additives, such as hydrogen peroxide, methyl alcohol, or ammonia, as the output increases. Injecting at the entry point where the vacuum increases eliminates the above-mentioned drawbacks.

This entry point can be the idle link adjustment screw and/or the carburetor vent, or it can be injected into the PCV vent by an inverter, or it can be injected into the combustion chamber by a separate adapter plate below the carburetor. Can be injected.

This helps keep the PCV system, vents, and combustion chamber clean, and it also increases the heat capacity of the cylinder and increases the specific heat of the combustion chamber cycle. Increases the internal cooling power of hot spots, reduces peak temperatures, prevents explosions, hot spot pre-ignition, and nitrogen oxide (NOx) formation (
(formed over approximately 1871.1°c (3400y))
The steam energy of steam expansion can also be used to increase torque, acceleration and efficiency.

This device makes it possible to increase the amount of specific hot steam to be added depending on the demands of the engine (=generally speaking during the combustion cycle) due to temperature or load or both.

This device can be applied to all combustion processes (
(to improve efficiency and reduce thermal and mechanical stresses and emissions).

For example, in internal combustion engines such as cycle reciprocating engines (as mentioned above), rotary internal combustion engines such as Wancle, it protects the strict rotor seal, increases the economy of operation with near-optimal F/A ratio, and cleans Complete combustion can be obtained (current operation of these engines requires very much cooling fuel to protect the rotor blockage, which is uneconomical and also reduces the amount of hydrocarbons and carbon monoxide produced). is very high and requires large thermal or catalytic reactors to reduce the amount of production needed today).

It improves combustion efficiency and reduces dangerously high temperatures in turbines and jet engines, increases safety and reliability in turbine blades, reduces maintenance, and reduces manufacturing costs and emissions.

In external combustion engines, such as steam engines and Stirling engines, and in any heating boiler or furnace, the critical temperature of the burner section can be reduced to improve combustion efficiency, reduce product pollution, and extend service life.

In one particular embodiment of the invention, the water tank is mounted in the engine compartment above the engine and is gravity fed.

This maximum amount of gravity feed can be obtained by locating the water storage tank high and by locating the flash boiler below the engine compartment.

A flash boiler is heated by the exhaust gas and the flow of water into the flash boiler is controlled by a variable orifice responsive to exhaust gas temperature.

As the temperature rises, the valve opens to allow more water to flow into the flash boiler, which also produces more steam.

In this way, the amount of steam injected is controlled in response to the steam demand of the engine.

By controlling the flow of water rather than the flow of steam, the TJt legs can be simplified and corrosion problems due to high temperatures can be reduced.

Flash boilers can be of various constructions depending on installation or other factors.

Add ultrasonic energy to the injected steam.

Ultrasonic energy can be generated by the steam itself by passing the steam through a whistle, or by other means.

This ultrasonic energy can improve mixing and dispersion.

Additionally, the present invention combines steam, catalyst and ultrasonic energy with a fuel mixture to generate hydrogen gas.

This hydrogen gas increases the combustion capacity and allows the engine to operate even with a degraded fuel-air mixture ratio.

Furthermore, hydrogen can improve heat conduction and heat distribution.

The prior art proposal involves injecting steam into a decreasing vacuum field (maximum vacuum when operating from zero, minimum vacuum when the throttle valve is fully open).

From this statement, it is exactly the opposite of the desired situation for injection into a field where the vacuum increases from zero in operation to maximum at full throttle valve opening.

The ideal part is the input side of the idle link adjustment screw (see Figures 1-9).

The slight vacuum remaining in operation from the start can be effectively zeroed out by using a water column (equal or slightly greater in water column pressure than the vacuum in operation from the idle link adjustment screw), and this water column Connect one end to the input side of the flash boiler and the other end to the fluid drain valve.

In this device an acceleration having a flexible collapsible wall;
A common pipe connected to the moderation reservoir is used to add and remove water from the flash boiler to meet the engine's requirements for steam quantity and quality under fluidly changing conditions.

An inverter device is provided to create an increasing vacuum input effect for the steam using a decreasing vacuum field (Nos. 5-9)
(see Figures and Figures 11-17).

This inverter arrangement allows for ideal zero vacuum in dry operation (and also eliminates the need for a fluid drain column).

As shown in FIG. 5, the vacuum continues to rise smoothly up to a point close to the throttle valve being fully opened, and then drops sharply.

5, 16 and 9, add the full pressure of the exhaust manifold to the water directly or through a low-inertia fluid valve with alternating half-wavelength adjustment of the exhaust pressure, and then apply this exhaust pressure to the inverter. Fix it by draining it.

This creates an increased exhaust pressure (above atmospheric pressure) on the water, which can correct the vacuum loss at full throttle valve opening described above.

As a result, the differential pressure, which is the total atmospheric pressure in the water storage tank minus the total pressure at the steam inlet point applied via the inverter, can gradually increase, and from this differential pressure, the throttle valve Gradually increases to the maximum value at full throttle.

The inverter follows the power demand and then operates at zero flow rate, and as power increases it can gradually increase steam flow until the throttle valve is fully open.

During deceleration, steam flow is completely shut off and any excess fluid is vented.

The exhaust pressure applied to the top of the tank fluid during acceleration generates the necessary steam during acceleration.

At engine shutdown, all steam flow to the engine is immediately shut off and any fluid in the engine fluid conduits is drained.

Assists in preventing dieseling (afterburning) due to lack of air when the engine is shut down.

Furthermore, the inverter causes air intake in proportion to the output,
Increase lean-out air.

The engine can be used with maximum economy and minimum production when operated in conjunction with the above-described invention.

An object of the present invention is to provide a combustion and pollutant generation control device for an internal combustion engine that incorporates the structure and technology described above and performs the functions described above.

The invention will be explained with reference to the drawings.

FIG. 1 shows an embodiment of a product prevention device 501 according to the present invention.

This device 501 is provided with a water storage tank 503, a flash boiler 505, and a variable orifice control valve 507.
Adjust the amount of water supplied to the

An important feature of the device 5010 shown in FIG.
is supplied to the engine's suction system.

Supplying steam to the engine has many advantages in this regard.

The location of the idle link adjustment screw is at a highly turbulent point in the carburetor, which facilitates mixing of the fuel mixture and steam.

Furthermore, this position creates a very desirable relationship between the vacuum in this position and the position of the throttle valve.

This relationship is illustrated in FIG. 5, which plots the vacuum at the position of the idle link adjustment screw for various throttle valve openings (shown in dashed lines).

The vacuum at the idle link adjustment screw varies from 24.5 c/rLH20 (10 inches of water) when the throttle valve is closed to 254 crI'LH20 (10 inches of water column) when the throttle valve is fully open.
It varies approximately linearly with increasing throttle valve opening to pressures slightly above 100 inches of water.

For the purposes of the present invention, the degree and variation of the vacuum at the position of the idle link adjustment screw provides a better cooperation with the generated steam to meet the requirements of the engine at the opening of the various throttle valves than the vacuum at other positions.

Vacuum at other locations may be vacuum within the manifold outside the carburetor (indicated by a solid line in Figure 5), or vacuum at the exhaust port (indicated by a dash-dotted line in Figure 5).
There is.

The vacuum outside the carburetor within the manifold varies essentially inversely to that desired for injecting the required amount of steam at different conditions of engine operation.

The variation of the vacuum in the exhaust vent with variations in the opening of the throttle valve is in fact a desirable co-operation with the steam injection device of the present invention.

However, a major disadvantage of using exhaust vents is that the majority of both new and used cars only provide exhaust vents for one body of a multi-body carburetor as part of the vehicle's original equipment. .

Using exhaust vents for both fuselages therefore requires reactivating the carburetor.

Another disadvantage of using exhaust vents is that in many engine constructions, a vacuum ignition enhancer is connected to the exhaust vent, and connecting a steam injection device to the exhaust vent requires the effective vacuum for the vacuum ignition enhancer. A correction will be required to the extent that the loss is acceptable.

This effective loss is caused by connecting the steam injection conduit to the exhaust port.

Conversely, directing the steam via the idle link adjustment screw has the advantage of using connections that are almost always present in the carburetor of the engine, whether single or multi-barrel.

Also, by using the idle link adjustment screw, no other corrections are necessary.

This is because the idle link adjustment screw does not connect to any associated engine equipment, such as a vacuum ignition accelerator.

Supply water is transferred from the tank 503 to the control valve 50 through a conduit 511.
7 (more details are shown in Figure 8).

Conduit 513 leads the metered water from the outlet of metering valve 507 to T-joint 515 (shown in FIGS. 1, 2 and 3) K.

A conduit 517 connected to a T-joint 515 directs the controlled water to the inlet end of a flash boiler 505, which may be located at the top as shown in FIGS. Place it at the bottom (adjacent to the manifold) as shown in Figure 4.

Flash boiler 50 as shown in FIGS.
5 is a coiled pipe, and the outside 519 of the control valve 507
surround.

In the embodiment shown in FIG. 1, the entire flash boiler 505 is located outside the engine's exhaust gas manifold 521 and is held in a clamped position outside the exhaust manifold by a flange 523, which is connected to the metering valve assembly 50.
7 and is engaged with the upper outer end of the flash boiler 505 (see FIG. 8).

The outer end of flash boiler 505 is connected to idle adjustment threaded joint 509 by conduit 525 and branch conduit 525A.

(See FIG. 1) Obtaining a response to vacuum at the idle adjuster screw has been shown by connecting conduit 525A directly to the idle adjuster screw, but other devices for obtaining a vacuum at this point may be used.

For example, a tube can be extended from the top of the carburetor down into the carburetor to reach the throat of the Venturi tube at the idle link adjustment screw to obtain a vacuum at this point.

It is relatively easy to select any one of the many desired positions of the carburetor in the construction of a new car to produce the desired vacuum change in response to the opening of the throttle valve, and it is possible to There is no need to use a vacuum in the area of the drink preparation screw.

However, idle link adjustment is an advantage, and can be used in almost all cars, old and new, to accommodate changes in engine vacuum with changes in throttle valve opening. You can get the type of

Conduit 527 is connected to engine carburetor exhaust vent inlet 529 and vacuum ignition enhancer unit 531 as shown in FIG.

The vacuum at exhaust port 529 is greater than the vacuum at idle link adjustment screw 509 during most conditions of engine operation.

This relationship is shown in FIG. 5 as described above.

Vacuum in discharge port 529, idle adjustment screw 5
09 and their associated conduits 525A and 527 are different, so these two conduits 525
It is necessary to provide a balancing device and a balancing technique that allows A and 52γ to be connected together as shown.

As shown in FIG. 4, a restricting orifice 533 and an air outlet 535 are provided in the conduit 527 as this balancing device, and the air outlet is opened to the atmosphere.
Place it in

The combination of this air vent communicating with the atmosphere with a restriction orifice reduces the vacuum in conduit 527;
Approximately aligning with the vacuum in conduit 525A.

This balancer and action allows steam to flow to both the exhaust vent 529 and the idle adjustment screw 509, and prevents the higher vacuum at the exhaust vent 529 from exceeding the vacuum in conduit 525A and backflow.

A flash boiler 5 is installed outside the hot exhaust manifold 521.
05 allows the flash boiler to absorb enough heat to convert the water in conduit 517 to steam at the outlet of the flash boiler.

As clearly shown in FIG. 8, this heat transfer occurs primarily from within the center of the relatively thin walls of body 519 to the coiled tubes of flash boiler 505, rather than from the exhaust manifold wall structure to the coiled tubes of flash boiler. occurs in

Therefore, as shown clearly in FIG.
9 is provided with an open lower end 537 that is threaded into a threaded opening 538 in the exhaust manifold 521 to allow the hot exhaust gases of the exhaust manifold to rise and flow into the hollow interior 539.

This main body 519 is made of a material with high thermal conductivity such as brass.

It is best to form it with materials.

Flash boiler 505 is also formed from commercially pure corrosion resistant, high thermal conductivity, and low cost aluminum in a particular embodiment of the invention.

In this particular embodiment, the outside diameter of the flash boiler tubes is approximately 1/8 inch.

As in the above-described embodiments of the invention, the valve assembly 507 controls the amount of feed water that can enter the flash boiler 505 to control the changing demands of the engine during changing conditions of engine operation (described in more detail below). ) generates an amount of steam in response to

For example, opening the metering valve assembly 507 wider allows more water to flow into the flash boiler and generates more steam during engine operating conditions where engine power and exhaust gas temperatures are high. Also, the amount of feed water that can flow to the flash boiler 505 is reduced by the control valve 507 in conditions of engine operation that require less steam to be injected, such as low power operation slightly higher than normal operation and low throttle settings.

The manner in which this is accomplished by the metering valve 507 will now be described in detail with reference to FIG.

As described above, the lower body or stopper 51 is connected to the control valve 507.
9 will be provided.

Furthermore, a valve seat 541 and a movable valve element 54 are attached to this valve assembly 507.
3 will be provided.

In the embodiment shown in FIG.
In a particular embodiment of the invention, the outer diameter of this wire is approximately 1.52 mm (0.060 mm).
inch) and is preferably made of a low expansion material such as molybdenum.

The majority of the length of wire 545 is disposed concentrically in a thin-walled tube 547, which is formed from a material with a relatively high coefficient of thermal expansion, such as stainless steel.

In a special embodiment of the invention, this stainless steel tube 54
7 has an outer diameter of 2.36 mm (0,093 inches).

The tube 547 is a thin-walled tube so as to provide an appropriate gap between the inner diameter of the tube 54γ and the wire 545.

The upper flared end 549 of tube 547 is retained in the upper head assembly (designated 551 in FIG. 8).

A first member 553 is provided on this upper head assembly 551,
The first member is provided with a conical sloped seat supporting the underside of the flared portion 549, and the assembly 551 is provided with an inner member 555 having a conical lower end and a flared end. 549 on the opposite surface.

The portion 555 is screwed onto the portion 553 by a screw 557, and the portion 553 is attached to the outer shell housing 51 by a nut 559.
9 in place and tighten this nut 559 with screw 561.
screw onto the upper end of the outer shell housing.

The upper end of the rod or wire 545 is allowed to move freely relative to the tube 547 based on the different thermal expansion between these two parts, and the lower end of the rod or wire 545 is allowed to move freely relative to the tube 547.
Lock to 7.

The lower end 563 is welded closed as shown at the bottom of FIG. 8, and the tube and inner wire are bent at section 565 to prevent any relative movement between the two sections at this lower end of the tube and wire. Prevent it from happening.

In this manner, the differential thermal expansion between tube 547 and wire 545 causes the upper end 543 of the wire to move relative to the valve seat 541 by an amount based on the temperature level of the exhaust gas in the engine's exhaust gas manifold 521. do.

As the exhaust gas temperature in the exhaust manifold increases
47 expands at a faster rate and a greater amount than the rod or wire 545, thereby retracting the upper end 543 of the wire from the valve seat 541 and directing more supply water to the inlet 5.
11 into outlet conduit 513.

The normal throttle valve assembly 507 is adjusted to close at normal engine to operating speeds.

This adjustment is performed at the manufacturing stage by adjusting the valve seat 541.

A valve seat 541 is formed on the underside of member 567.

Member 567 is movable in joint 511 to effect this adjustment.

In one embodiment of the invention, member 567 is threaded onto joint 511.

In other embodiments, member 567 is press-fitted and retained in fitting 511.

In either case, the valve adjustment is set by applying a vacuum to the fitting 513.

The members are adjusted by moving the member 567 into position and preloading the valve seat 541 and valve element 543 appropriately so that the two peaks are adjusted at the desired engine operating temperature.
so that each member is open.

The location of tank 503 is one of the important features of the invention.

Having a tank above the engine compartment and the engine allows the water in the tank to absorb heat and provide a stable temperature for the engine compartment in the area around the carburetor and carburetor suction manifold. .

Since water has a high latent heat, the heat absorbed by the stored water is retained in the engine compartment for a relatively long time and is useful for starting the fire after the engine has been stopped for a period of time.

This is because it improves fuel vaporization and also helps to more evenly distribute temperature across the engine intake structure.

Additionally, this can result in a more uniform volume distribution between each of the cylinders, and can also result in a more uniform fuel/air mixture ratio between each of the cylinders.

The water tank 503 may be made of a flexible plastic material, making it flexible and adaptable to the space available in the engine compartment.

This allows the tank to provide the necessary water storage capacity in engine compartments that are very crowded and have irregular spatial configurations where rigid water storage tanks cannot be used.

The flexibility of the tank also facilitates initial installation.

Placing the tank above the flash boiler and control valve assembly is yet another important feature of the invention, as this ensures proper supply of the control valve assembly 507. This is because a type water storage tank can be formed.

This allows the flash boiler to always accept flow under any engine operating condition, regardless of the amount or lack of engine vacuum.

Yet another important feature of the present invention is the provision of device 501 with both a fluid drain valve and a flexible wall accumulator, which is connected to the idle link adjustment screw and the changing engine vacuum in the exhaust vent. of acceleration over and beyond the regulation provided by valve 507 itself and the fluid response of this valve to changing engine temperatures during acceleration and deceleration periods necessary to meet engine demands in all operating conditions. resulting in increased steam flow,
It also reduces steam flow to the engine during deceleration.

A collapsible accumulator during acceleration reduces its volume by collapsing its walls in proportion to the degree of vacuum during acceleration.

This results in additional steam being required during periods of higher net mean effective pressure during acceleration which generates higher temperatures.

This additional steam helps prevent excessive temperatures and
Prevents both pre-ignition and explosion, as well as unwanted nitrous oxide formation.

In the embodiment of FIG.
Indicated by 1.

In the embodiment of FIG. 3, the flexible walled accumulator and fluid drain valve are integrated.

In a preferred embodiment of the embodiment of FIG. 3, the flexible walled accumulator is formed with a substantially uniform wall thickness and is filled with water, allowing unrestricted communication of water from valve 507.

During acceleration, the top of the accumulator partially restricts excess fluid flow from the deflation accumulator 569 to the flash boiler 505.

This provides a regulated flow that prevents excessive water flow that would make engine operation unstable.

During deceleration, the accumulator 569 expands due to its inherent elasticity, creating a vacuum in the device that reaches the entry point of the exhaust port and/or the idle link adjustment screw, and removes any vapors and/or water droplets. The fluid in the conduit is pulled back during this deceleration condition.

During this deceleration condition, appreciable excess steam entering the engine is undesirable, especially to minimize emissions such as CO (carbon monoxide) and HC (hydrocarbons).

This allows optimum combustion conditions and optimum economical operation to be obtained.

This water cannot be immediately controlled by control valves.

However, it is not because the valve itself cannot be activated immediately, but because the portion of the manifold material surrounding the valve cannot be immediately cooled.

Therefore, to overcome this inherent problem in the engine itself, the inherent excess of fluid that would otherwise pass through the device is controlled by an accumulator, and the accumulator expands the excess water for normal deceleration conditions. Design the accumulator to sufficiently remove the

However, if there is still some fluid passing through a large deceleration event following prolonged high power use of the engine which rapidly increases the heat stored in the engine, there is an overflow capability of the fluid control valve which directs the water to the T-joint 515. This overflow can be handled without raising the height,
Also, therefore, water cannot flow into conduit 517.

Instead, the water travels down conduit 573 to fluid valve 571;
The top of the fluid valve can overflow to remove excess fluid.

As shown in FIG. 2, the distance between the T-shaped fitting 515 and the upward end 571 of the fluid valve is equal to or slightly greater than the vacuum water column pressure (inches of water) during operation. .

This prevents any fluid from entering the engine during operation even if the valve leaks, since the stable static head of the fluid in the conduit is greater than or equal to the vacuum obtained at the idle adjustment screw, and is therefore not necessary. , and no water is introduced into the engine under undesirable conditions.

Valve 571 is vertically oriented, so that the inside of the valve 571 is normally wetted.
1 as shown to obtain optimal sealing.

This is because in order to obtain good optimum combustion control it is important that no air enters the device at any point.

The device is shown with a tube, and this tube is normally 3.175 mm (1
/8 inch aluminum tubing and is placed in a coiled section 575 formed on the external continuous support structure to form a coiled structure around the outside of the fluid drain valve 571.

This protects and supports flat rubber (usually neoprene or similar material) valves, which are formed from a generally round tubular structure and flattened during the final stages of the forming and vulcanization process. do.

The fluid drain valve and flexible wall accumulator shown in FIG. 3 are assembled in substantially the same manner as described with respect to the separate flexible wall accumulator and fluid drain valve shown in FIG. It operates with.

The device of the invention is designed to be adapted to freezing conditions.

Control valve 507 is closed when the engine is stopped. Drain flash boiler 505, water and steam supply drain, vaporizer 503, flexible neoprene water supply pipe 511,
Collapsible reservoir 569 and coiled flexible water holding tube 5
Fluid drain valve 5 with 75 (or may be 569)
Leave water only in 71.

These parts are designed in a form and material that allows the necessary expansion of approximately 4% of the frozen water contained therein, so that breakage does not occur in the event of freezing.

When starting the engine after freezing, the ice can be melted by partial adjacent heat and the device can operate normally.

Another important feature of the invention is to adapt the power of the device to the characteristics of the engine, so that in the range of vacuum changes the accumulator 569 changes its volume in proportion to the changes in engine vacuum, and therefore as the power increases, the accumulator 569 Converts the water required for the engine into steam and continuously supplies it to the engine, and returns excess water to prevent output and throttle valve settings from flowing into the engine, which would reduce output. be able to respond fluidly to the demands of the institution across all of its variable states.

It may be desirable to be able to flood the flash boiler during operating conditions and avoid converting all of the feed water passing through the flash boiler to superheated steam.

Instead, under conditions of engine operation, such as when the throttle valve is fully opened and rapid acceleration is performed, it is desirable to mix water droplets directly into the steam supplied to the engine.

This is because the heat of vaporization is absorbed by these water droplets,
This is because the water droplets are effective in lowering the combustion temperature of the engine under these particularly harsh conditions of engine operation.

In other words, when water droplets are supplied to the engine together with steam under such severe engine operating conditions, they are more effective in lowering the engine temperature than the same amount of steam, and as a result, the engine operating temperature is The increase in descending blades reduces the amount of unwanted engine emissions that would otherwise occur.

Most of this is nitrous oxide.

Another advantage of being able to flood a flash boiler is that the mass of the fluid becomes physically larger if some portion of the fluid is liquid rather than gaseous.

Also, in these special conditions of engine operation, it is important to provide a greater mass flow rate of fluid water and steam to the engine than would otherwise be obtainable by dynamic actuation of the restrictor valve assembly 507 alone. Therefore, in the present invention, the amount of fluid can be increased by combining some of the present inventions.

There are three effective effects in the present invention.

One is an accumulator with flexible walls and a pumping effect due to the inward deflection of these walls due to the increasing vacuum during acceleration.

Another effect is that the opening of the regulating valve itself becomes greater due to the expansion that occurs as a result of the temperature rise that occurs during acceleration and the different expansion coefficients between the actuating members of the regulating valve.

It also has the effect of imparting more heat to the contents already present in the flash boiler, causing them to expand and thus moving them to the input of the engine, adding the entire mass flow to the engine.

Other features are shown in the embodiment of FIG.

The construction of the embodiment of FIG. 9 will be described in detail below, in that the embodiment of FIG. In addition to this, additional fuel acts on the control valve to allow it to cool more completely, thereby even forcing the control valve to open further.

Liquid flow that causes the orifice itself to open further and even other controls as a result of the additional fluid flow.

A snap action over the center is performed during actual acceleration.

Therefore, this coaxial valve flash boiler reactor has a faster response than the embodiment of FIG.

Furthermore, in the embodiment of FIG. 9, the effect of deceleration is reversed.

This allows the valve to close more quickly due to the reduced cooling action of the water on the central Ronde valve stem as the liquid flow decreases.

The rate of thermal energy flow is controlled by this valve.

Another embodiment of the invention is shown in FIG. 6, which includes a variable area orifice that is capable of adjusting flow in response to engine vacuum conditions and that changes in response to changing engine temperature conditions. Instead, a device incorporating a fixed orifice can meet the basic engine requirements for injection steam flow.

However, the embodiment of FIG. 6 may incorporate a variable area orifice and may also (as shown) incorporate a device for mixing fuel with the injected steam.

An important feature of the invention in embodiments using fixed orifices instead of variable area orifices is that an accumulator with flexible walls is associated with a water supply control member, which can be used in a flash boiler or other heating member. to allow the fluid flow to increase as a function of the changing engine vacuum during acceleration and to decrease the fluid flow as a function of the changing engine vacuum also applied to the fixed area orifice during deceleration.

As shown in FIG. 6, the apparatus is provided with a water tank 503 and a conduit 511 extending from the bottom of the water tank 503 to a second water tank 603.

The purpose of tank 6030 is to maintain the water level in tank 603 at a predetermined distance as indicated by Hw, which predetermined distance is the distance below the inlet to flash boiler 505.

It is preferable that the static head difference between the water surface of the tank 603 and the inlet of the flash boiler 505 be larger than the static head difference measured by the vacuum water column pressure at the idle link adjusting screw at the operating speed of the engine.

The idle link adjustment screw vacuum (see FIG. 5) at operating speeds is approximately 25.4 crrL (10 inches of water).

This pressure of 25.4 cfrL of water (10 inches of water) is equivalent to the same static head (described in more detail below) as measured at a slightly greater fuel height.

This is because fuel has a lower specific gravity than water.

Conduit 511A extends from tank 603 to orifice 605.

As shown in FIG. 6, orifice 605 (in the simplest form of the invention) is a fixed area orifice.

However, a variable area orifice may also be used in the device shown in FIG.

This will be explained in detail later. proportional orifice 607
is used in conduit 511A, at which time fuel is added to the injected steam.

Details of this will be explained later.

In the embodiment shown in FIG. 6, a fluid drain valve 571 is combined with an accumulator 569 having a flexible resilient wall, which is placed between the orifice 605 and the flash boiler 505.

A conduit 525 and an associated branch pipe 525A lead the generated steam from the flash boiler 505 to the engine introduction device at the idle adjustment screw 5090.

As mentioned above, in the operation of this arrangement, the height Hw between the flash boiler 505 and the water level in the tank 603 is related to the engine vacuum generated in the area of the idle link adjusting screw at the operating speed, and this static The head can effectively prevent steam from entering the engine at engine vacuums corresponding to or below operating speeds.

As the engine speed increases, the vacuum at the idle link adjustment screw 509 increases approximately as indicated by the dotted line in FIG.
Creates a larger vacuum at 09.

As shown in FIG. 5, a plot of the degree of vacuum in the idle link adjustment screw against increasing opening of the throttle valve indicates the degree of stability of engine operation at each output.

Thus, an appropriately sized orifice 605 can meet the injection steam requirements of the engine at a particular throttle valve opening.

The amount of water passing through the orifice 605 depends on the degree of vacuum by selecting the orifice size and the throttle valve opening at other steady state conditions.

This also allows injection steam to be supplied appropriately in response to engine demands.

Impure steam (steam with some water droplets) is added under severe changes to meet the engine demands (due to high net mean effective pressure and high power output) under the conditions described below.

A large vacuum is created at the idle link adjustment screw 509 as the throttle valve is opened as shown in FIG.

This increases the flow through fixed orifice 605.

Further, as the power increases, the temperature of the flash boiler 505 increases, thereby expanding the volume of fluid in the flash boiler and increasing the mass flow into the engine.

Furthermore, the reservoir 569 with flexible elastic walls reduces its volume by this volume transferred to the engine, and the conduits 525A, 5
25 and 505 and appears on the inside of reservoir 569, causing its walls to collapse in direct proportion.

This moving volume is a partial burden on the flash boiler 505, resulting in a reduction in steam quality (water droplets being mixed into the steam stream), which is desirable to meet engine demands.

During severe deceleration changes, the throttle valve is closed and the orifice 605
The vacuum passing through is reduced to BV, and further flow is stopped due to this static head Hw.

Furthermore, the exhaust temperature and therefore the temperature of the flash boiler 505 decreases and the volume change and therefore the flow rate decreases.

Furthermore, the reduced vacuum at idle adjustment screw 509 via conduits 525A, 525 and 505 is applied to reservoir 56.
Appears inside 9.

This increases the elastic wall of the reservoir and directs any liquid or vapor no longer needed to the conduit 509.525.
A, 525 and 505 return to expanded reservoir 569, thus allowing fluid engine demands to be met.

Vacuum sensitivity and fluid supply are routed through the same conduit for optimal operation and convenience.

In this way, in unstable engine operating conditions, e.g. acceleration, deceleration, etc., the injection of a larger amount of steam required during acceleration is achieved by an accumulator with flexible walls, which acts as an accelerator pump and during deceleration. The elastic expansion of this flexible-walled accumulator reduces the steam injection required during deceleration, and this expansion eliminates water and steam in the flash boiler 505 and supply conduits 525, 525A that are not needed for the engine during deceleration. , which is caused by the lower vacuum at the idle link adjustment screw 509 during deceleration.

A fluid drain valve 571 is placed on top of the accumulator 569.

In this case, the fluid drain valve 571 is used as a safety device for the tank 6.
This is a non-operation safety device in case the float control valve 609 of No. 03 does not operate properly.

Float control valve 609 is provided with a valve element that is normally positioned relative to the lower end of conduit 511 to maintain the water level in tank 603 at the water level shown in the drawing.

An arm 611 and a float 613 are attached to the float control valve 609.
and a pivot member or fulcrum 613 is provided.

As the water level in tank 603 decreases, float 613 descends, and arm 611 rotates around fulcrum 6130 to open valve 609 and allow water to flow into tank 603.

The water level also rises to the appropriate position determined by float 613, closing valve 609.

If valve 609 and associated mechanisms fail, a drop extending from tank 503 located on top of accumulator 569 to fluid drain valve 571 opens fluid drain valve 571 and prevents any water flow into the engine's suction system. do.

Fixed area orifice 605 may be replaced with a variable area orifice as described above, and this variable area orifice may be controlled by varying engine temperature, similar to that described in connection with orifice 541 of FIG. It is.

In another embodiment of the invention, in addition to the fluid in which the fuel is introduced into the flash boiler, the required reaction products forming the reaction products upstream of the engine cylinders are hydrogen and carbon monoxide; 482.2℃ (90
It can be easily formed in a reactor heated to a temperature below 0) or higher, which temperature can easily be obtained from the engine exhaust system.

As shown in FIG. 6, in a particular embodiment of this type of the invention, fuel is supplied from a source such as an engine fuel tank or carburetor bowl (designated 617 in FIG. 6) or other source. and tank 6 from conduit 619.
Leads to 21.

The height of the fuel in the tank 621 is regulated by a valve 623 under the action of a float 6250, which float 625 is attached to one end of an arm, which is attached to a fulcrum 629 at the other end.
It is pivoted to.

The float and the valve assembly are maintained at a predetermined distance HF below the inlet of the flash boiler 505.

This distance HF is much larger than Hw, and the static head of the fuel at the distance HF is equal to the static head of the water at the distance Hw, and both of these static heads are equal to the vacuum at the idle link adjusting screw at the operating speed. Equal or slightly larger.

Conduit 631 directs fuel from tank 621 to a tee that connects to conduit 511A at the inlet end of orifice 6050.

A proportional orifice 633 is plumbed into conduit 631 and is associated with proportional orifice 607 in conduit 511A, with fuel in conduit 631 and proportional orifice 607 in conduit 511A.
Adjust the flow rates of each of the waters in A precisely and proportionally.

The mixed fuel and water are passed through orifice 605 and into the inlet of flash boiler 505.

The mixed fluid is heated in flash boiler 505 to a temperature that produces pre-combustion reaction products, such as hydrogen and carbon monoxide, thereby significantly enhancing engine cylinder combustion.

The hydrogen accumulator 635 is preferably an elastically expandable storage container, which is located at a high point between the outlet of the flash boiler and the idle link regulating screw 509, so that the residual heat of the flash boiler can be removed after engine ignition is stopped and the residual heat of the flash boiler is removed. As the hydrogen continues to be generated, the generated hydrogen is accumulated.

Other tall dome-shaped accumulators can be designed fixed to the chamber and inserted into the suction device to achieve the same purpose.

This hydrogen accumulator 635 not only stores hydrogen in order to easily start the engine again after stopping the engine, but also acts as an accelerator pump to pump additional stored hydrogen into the engine with the vacuum that increases as the engine accelerates. Can be injected.

Accumulator 635 stores most of the carbon monoxide in addition to hydrogen (the lightest gas).

This is because carbon monoxide is also a relatively light gas.

In another form of the invention, additives are added to water storage tank 503 or tank 603 to produce the desired pre-combustion reaction products.

Ammonia is added to tank 503 or tank 603 as an example of an additive that can be added.

A preferred form of the variable area orifice device of the FIG. 6 embodiment is reactor 550, shown in detail in FIG.

In the embodiment of FIG. 9, variable area orifice 507 is located between valve seat 541 and movable element 543. In the embodiment of FIG.

A movable valve element 543 is seated on one end of a wire or rod 545.

The other end of the rod 545 is seated in the cap 637 and the tube 5
Welded or otherwise attached to the relevant end of 47.

The opposite end of the tube 547 is connected to the main body 5 of the reactor by a flare 549.
Connect to 19.

The flared end 549 is held in place by a double conical member having a conical surface with a conical surface engaging the flare 549 at one end and a flare 64 at the other end.
1 and this flare 641 is formed at one end of the intermediate tubular member 643.

The other end of the tubular member 643 extends adjacent to or apart from the camp 637 and the tubular member 643 is connected to the rod 545.
A first tube is located inside the tubular member 643 between the member 643 and the rod 545 concentrically with and spaced apart from the rod.
A second flow path is created outside the tubular member 643 between the tubular member 643 and the control tube 54γ.

In the embodiment of FIG. 9, these two flow paths form a flash boiler 505.

A powder or strip catalyst 645, such as iron, may be placed in the outer flow path (to assist in producing the desired pre-combustion reaction).

Flared end 641 is held in the conical seat formed by member 639 by threaded plug 647.

The bung 647 is provided with a bore 649 to provide a sliding fit with the enlarged end of the movable valve element 543.

As clearly shown in FIG. 10, a groove 651 is provided at the enlarged end of the valve element 543, and the groove 651 extends in the axial direction, and is formed between the valve seat 541 and the other end of the valve element 543. Allows liquid to flow from the variable area orifice into passageway 653.

Passageway 653 connects to the top of collapsible reservoir 569.

Grooves 651 connect to the inner flow passage 505 extending between the intermediate tube 643 and the rod 545 and allow liquid to flow into the inlet end of the flash boiler 505 through these grooves.

The reactor 550 is mounted at an angle to the exhaust manifold opening 538, as shown in FIG. Place it with an upward slope.

This inclination of the longitudinal axis of the reactor in conjunction with a slight reduction in the diameter of the flow area between the outlet end of the groove 651 and the inlet of the flash boiler 505 allows the flow to flow into the flash boiler 505. ensuring that the incoming fluid fills the deflated reservoir 569.

A spring 655 is seated between the enlarged end of the valve element 543 and a member 657, the member 657 forms a valve seat 541, one end of the valve seat 541 is screwed into the inlet 511A, and the spring 655 is form an adjustable valve seat.

-yy The product at the outlet of the Tush boiler 505 is conducted through an opening 659 formed in the double conical member 639 into a passage 661 formed in the body 519 of the reactor.

This passage 661 is connected to the conduit 525, and the conduit 525 is connected to the conduit 525.
to reach the idle adjustment screw 509.

Passage 650 allows exhaust gas recess area 539 of body 519
is connected to the tubular protrusion 652 to form an exhaust manifold, and the total exhaust pressure is used for the inverters of FIGS. 11-17 below.

In the operation of the reactor shown in FIG. 9, water flows into the reactor through conduit 511A and fuel flows into the reactor through conduit 631.

The mixed fluid passes through a variable area orifice formed by movable valve member 543 and fixed valve seat 541 and travels down passageway 653 through slot 651 and fills deflated reservoir 569 .

This occurs quickly during initial start-up, and thereafter the refillable reservoir remains filled according to the volume of the variable container.

The inflow fluid flows into the slot 651 from the outlet by adjusting the opening of the variable area orifice, and the concentric slush boiler 50
50 input end and causes this fluid to absorb heat in this flash boiler.

The fluid stream flows along rod 545 into intermediate tube 643 and reaches the outlet end of tube 643.

At this point, the direction of fluid flow is reversed and the fluid flows back along the outside of intermediate tube 643 and through opening 659 to outlet conduit 525.

Control tube 547 is formed of a material having a coefficient of thermal expansion higher than that of the material of rod 545 so that as temperature increases, tube 547 expands more than the expansion of rod 545, thereby causing valve element 543 and the valve The opening between the seat 541 and the seat 541 is increased.

In this way, the reactor provides a response to varying engine temperatures, in much the same manner as described in the embodiment of FIG. 8 in this regard.

Spring 655 provides an important control function for embodiments of the invention.

This is because the valve element 543 is not attached to the control rod 545 having a low expansion coefficient.

Rather than attaching rod 545 to end plate 637, it is provided with a convenient sliding fit at each end.

Therefore, the variable area orifice is connected to the valve element 543 and the valve seat 541.
It is necessary to provide a spring 655 to continuously apply an axial load to the valve element 543 in order to provide a means of opening between the control element 545 and the outer control tube 54γ. resulting in different expansions.

The differential expansion of these two members is a control method for controlling the opening of the variable area oriice.

It is common for this device to be preset at the factory to the normal combustion operating temperature in the exhaust manifold for normal low speed to operating conditions; 0 by seating the first adjustment member 657 on the valve member at a controlled room temperature, which corresponds to a preset axial load between these members in the factory adjustment when reaching this point. The member 65 is further removed by a predetermined amount.
7, thus preloading the member 545 in relation to the outer front structure 547, resulting in a preload corresponding to the preset temperature.

That is, as the components heat up and undergo relative expansion, the valve seat is about to open when the normal operating temperature is reached.

It is of course possible to adjust the member 657 in the field if necessary, but this is not normally considered.

The collapsible reservoir 569 acts as an acceleration pump during acceleration and as a containment reservoir during deceleration, as described in FIG. 6 and other embodiments of the invention.

. Furthermore, compared to other embodiments of the invention, the implementation of FIG. 9 can perform other useful control functions.

That is, the embodiment of FIG. 9 allows the output flow rate of the fluid to be varied in response to heat flow.

That is, the embodiment of FIG. 9 acts like an over-center switch configuration, increasing the flow velocity in response to increased liquid flowing into the flash boiler during acceleration, as detailed above, and in deceleration conditions. As the fluid entering the reactor is reduced, the feed fluid flow during deceleration is further reduced.

The reactor structure of FIG. 9 can also be used in the FIGS. 1 and 4 embodiments of the invention.

Reactor 550 of FIG. 9 may also be used in the FIG. 16 embodiment of the invention, in which case reactor 550 includes passage 650.
is provided and connects the outlet fitting 652 to the pressure in the chamber 539.

This pressure is the same as the pressure of the engine exhaust manifold, and the purpose of supplying the exhaust manifold pressure at the joint 652 is to pressurize the water storage tank 503 above atmospheric pressure and use it in conjunction with the inverter device 663.

This will be explained in more detail with reference to FIGS. 11-17.

A large number of additives can be used in the present invention.

Such additives include, for example, solutions of hydrogen gas with ammonia, hydrogen peroxide and dissolved hydrocarbons to improve combustion efficiency.

Such additives may also include additives to reduce water hardness and sediment buildup in the equipment conduits.

Upper cylinder lubricants and carbon and lead deposit removers and detergents for cleaning the engine can also be added as additives.

A resonance chamber 577 is formed at the inner end of the idle link adjusting screw 509 shown in FIG.

A recess 579 is located in the lower surface of the inner end of the screw (see FIG. 7) and an orifice is located in a slot opening 581 formed in the upper surface of the inner end of the idle link adjustment screw adjacent to and in front of the recess 579. By forming 580, this resonance chamber 577 is formed.

Opening 58 is caused by incoming steam passing through the hollow interior of screw 509 and orifice 580 and exiting through opening 581.
1 and chamber 577 to act as a whistle, in which chamber 577 produces a resonance effect,
Ultrasonic vibrations and wave crests are generated in the steam exiting from the opening 581.

This has the beneficial effect in this respect of increasing the intermixing of the injected steam and the fuel/air mixture passing through the carburetor.

Additionally, this resonance effect assists in reaction energy and is another way to add energy to the device.

This resonant frequency is preferably adjusted to match the size of the fuel droplets in the incoming fuel/air mixture, scattering these fuel droplets, and directing the liquid fuel to produce good mixing and combustion. vaporize.

This ultrasonic steam injection contributes to the pre-combustion reaction between the fuel/air mixture and the steam, enhancing the formation of hydrogen and carbon monoxide.

Preferably, the idle link adjustment screw 509 is provided with a variable orifice air release structure 583 which is incorporated into the idle adjustment screw 509 as shown in FIG.

An opening 585 is provided in the air release structure 583 to allow atmospheric air to flow therethrough.

This opening 585 is closed by a ball check valve 587 under the bias of a spring 589, which
91 to be seated.

The force of spring 589 is adapted to match the engine inlet vacuum that occurs at the idle link adjustment screw location and to introduce the required additional glue-out air.

Spring stop member 591 is preferably provided with an orifice 593 which also controls the amount of flow into and out of the idle link adjusting screw.

Idle adjustment screw 5 by flexible blockage hose 595
Supports and seals the structure 583 connected to 09.

Allowing the closure member 595 to be finger rotated relative to the assembly 583, the idle link adjustment screw 509 is rotated as necessary to adjust the idle link adjustment screw 509.

Contrasting colored longitudinal index line or ridge 597 with sealing member 59
Provided on the surface of 5.

Seat the idle link adjustment screw 509, adjust the sealing member so that the index mark 597 is upright for reference, and use the index mark 597 to tighten the two idle link adjustment screws as shown in FIG. Adjust the synchronization accurately when using.

Alternatively, an adjustable segmented indexing ring 599 with a split 601 is used to perform the indexing function.

The engine suction manifold vacuum at the idle link adjustment screw is at a maximum and gradually decreases with increasing throttle valve opening, as shown by the solid line in FIG.

In accordance with the present invention, this relationship of the vacuum in the suction manifold produces an inverse relationship at the outlet end of the steam injector such that the vacuum at the outlet end of the steam injector is reduced to a throttle valve, as shown by the "inverter" line in FIG. has the advantage of varying from zero in the closed position to the maximum value when the throttle valve is fully open.

The term "vacuum" is used herein to describe the pressure difference between the pressure developed at the outlet end of the steam injection device and the pressure (surrounding atmospheric pressure) normally exerted on the fluid in the water storage tank 503.

As will be explained in more detail below, the pressure exerted on the fluid in the water storage tank 503 can be increased above normal atmospheric pressure by introducing engine exhaust pressure, in which case the term "vacuum" refers to the steam injection system. Used to express the difference between the pressure present at the outlet end and the superatmospheric pressure present in the fluid in the storage tank.

In the embodiment of the present invention to be described next, the vacuum area is reduced in order to improve the vacuum effect.

An example of an inverter device for obtaining this result is shown in the first example.
Shown in Figures 1 to 15.

Another embodiment of the present invention for achieving this result is shown in FIG.

Thus, according to the invention, the vacuum appearing below the butterfly carburetor, for example in the suction manifold, can be used to control the amount of steam flow entering the engine suction system, and the vacuum outside the carburetor within the manifold can be controlled. can be controlled even if it varies diametrically opposite to the generally desired relationship of increasing vacuum as the opening of the throttle valve is increased as described above.

The way this is done in the embodiment of FIGS. 11-15 of the invention is through the use of an inverter device 663, which increases the vacuum outside the carburetor in the manifold approximately linearly as the throttle valve is opened. Convert to vacuum.

One embodiment of an inverter device that performs this function of the invention is shown in FIG. 11 and designated at 663.

The inverter device 663 is provided with a T-shaped member 665, this T-shaped member is provided with an opening 667, and this opening is connected to the PCV valve 665.
70' (see FIG. 16) and has another opening 67 in this T-shaped member 665.
1 so that this opening can be connected directly (or via an ultrasonic generator 680 as shown in FIG. 11) to a hose 673.

Connect the hose 673 to the opening 675 (see Figure 16),
This opening is located outside the butterfly valve 677 of the vaporizer.

The inverter device 663 is provided with a downwardly projecting cylinder 678, which is provided with a cylindrical hole 693 for a piston 691.

A washer 707 is provided at the lower end of the cylinder 678 and is held in place by a snap ring 705.

The washer is provided with an opening 679 and a hose nipple-shaped projection 654 for connection to an outlet conduit 656 of the water reservoir 503.

Discharge port 658 is located in the lower side wall of hole 693, and when the throttle valve is fully open (see Figure 15) the position of piston 691 is adjusted to allow this throttle valve to open as described in detail below. In the fully open operating state, communication between the piston passage 702 and the passage 683 is maintained, and the piston is prevented from falling to the position shown in FIG. 13 (engine stopped).

When the exhaust pressure is throttled and the valve is fully open, the piston 691
(by the piston 691 the outlet conduit 65
side wall 7 at the upper end of the piston 691 (to partially restrict the flow of exhaust pressure from 6 to the atmosphere via vent 658).
00 prevents the steam flow from passage 683 to the engine with the throttle valve fully open.

Additionally, the downwardly projecting/cylinder 67B is provided with two vertically extending elongated ports 681 formed in the upper side wall of the system, and a discharge port 660 is provided at the lower end of the bore 693 of the cylinder 678.

The passage 683 formed in the side wall of the cylinder 678 is inserted into the stem 6.
85 and this stem 685 is then connected to conduit 525A through which steam is introduced from the outlet of reactor 550.

I A filter 687 formed of plastic or rubber foam, or other suitable submersible filter material, is placed outside the cylinder 678 to filter the air before it enters the opening 681.

A piston 691 is mounted in a bore 693 for axial movement.

The piston 691 is provided with a lower flange 695 that engages in a sliding fit with the inner surface of the bore 693, and the upper portion of the piston 691 is provided with a guide groove 697 that projects radially inwardly. Guide flange 699
This guide flange 699 is connected to the cylinder 678.
Form inside.

A passage slot 701 is formed on the side of the piston opposite to the side having the guide groove 697 to allow fluid to flow from the conduit 525A through the passage 701 to the outlet opening 671, with the piston flange 695 It is located below 683.

The spring 703 is attached to the inner bottom 70 of the hollow interior of the piston 691.
4 and bias the piston downward in the hole 693.

In the operation of the inverter device 663, from the operating state (
11), the vacuum at the T-shaped portion 667° 671 is at its maximum (see solid line in FIG. 5) and is large enough to overcome gravity and the force of spring 703 on the piston and raise it to the point shown in FIG. .

In the position shown, vent 683 is open so that any remaining fluid or vapor in conduit 525A exits to the atmosphere through the exhaust vent.

As the throttle valve opens and the manifold vacuum decreases as power increases, the PCV valve 670' unseats and opens, reducing the pressure in conduit 669 even below the manifold vacuum below the carburetor. do.

This reduced vacuum condition at partial throttle valve opening (
(see Fig. 14), the force of the spring 703 causes the piston 6 to
91 is forced downwardly past port 683 and past flange 695 and the vacuum in conduit 669 from the PCV valve appears at restriction orifice 701.

The vacuum in conduit 525A is measured at orifice 761
The vacuum determined by the ratio of the vacuum in the Cv conduit 669 to the atmospheric pressure at the vent 658 as measured in the gap 694 between the flange 695 and the cylinder bore 693.

If the throttle and power are further increased to fully open the throttle (see FIG. 15), the manifold vacuum and PCV vacuum present in conduit 669 will decrease, moving piston 691 further downward.

As a result, the ratio of the orifice 701 above the one passage 683 to the sum of the other orifice γ01 and the limiting gap 694 between the flange 695 and the inner bore 693 of the cylinder changes.

In the operating condition shown in FIG. 15, the vacuum in port 683 is exactly equal to the vacuum in conduit 669.

When transitioning from partially opening the throttle valve (see FIG. 14) to completely opening the throttle valve (see FIG. 15), the vacuum in the shorter section above the opening 683 is the limit of this section. continues to increase as long as decreases, so that the piston 691 moves further down the bore and the vacuum increases, and this lowering of the piston is accompanied by a decrease in vacuum in the PCv conduit 669.

An important thing to note in this regard is that the passageway 701 acts as a restriction member, and the amount of restriction it provides is based on the relative vertical position of the piston 6910 to the passageway 693. As the length of passage 701 decreases, the restriction imposed by this passage also decreases.

The pressure operatively exerted on the passage 683 is therefore limited by the effective distance of the passage 701 below the passage 683 and the gap 69 between the flange 695 and the inner surface of the cylindrical bore 693.
4 is based on the ratio of the orifice caused by the effective distance of the passage γ01 above the passage 683 to the restriction caused by 4.

Thus, as the piston 691 moves further down the bore 693, the restriction formed between the flange 695 and the side wall of the bore 693 is approximately constant, but the restriction formed by the passage 701 below the opening 683 is Passage 701
Most of the length is increased because it is located below the opening 683.

Further, as the piston 691 descends, vents 681 appear and air enters through these vents, filter 687, and for optimum engine operation with the most economical, minimally generated, optimum fuel/air mixture ratio. Perform the desired engine lubricant out (change the mixture ratio by drawing in air to reduce pollutant emissions).

Shape this vent to accommodate changing fuel/air mixture ratios and be larger at the bottom than at the top to maximize economy and minimize emissions as engine power increases and the piston descends. Increase the amount of air used for re-in-out.

The position of piston 691 is based on two factors.

The spring force generated by the spring 703 at the top of the piston changes the vertical position of the piston 691 in the cylinder, which change is due to varying expansion or compression of the spring.

Further, the pressure acting on the top of the piston 691 and the pressure acting on the bottom of the piston 691 can create a force acting on the position of the piston 691 in the cylinder.

That is, when the engine is in empty operation (see Fig. 11) and when the throttle valve is partially opened (see Fig. 14), the bottom surface of the piston 691 is actively exposed to atmospheric pressure, and this sharpening flange 695 is 683 , and atmospheric pressure is transmitted to the interior of the lower part of the hole 693 via the vent 658 .

The upper surface of piston 691 is subject to a vacuum pressure, which is primarily based on the pressure in the PCV conduit, but which is influenced to some extent by atmospheric pressure from vent 681 (the upper edge of piston 691 is partially (when partially opening these ports when the throttle valve is opened) and also by the partial pressure exerted on the top surface of the piston 691 caused by the flow into the outlet conduit 671 via the port 683. .

When the throttle valve is fully open (see Figure 15) Piston 69
The lower surface of 1 is under pressure above atmospheric pressure (this pressure is created by the exhaust pressure of the engine conducted via conduit 656).
, this pressure is regulated by the spring 681 and the associated open area of the port 658.

Engine exhaust pressure is used to pressurize water storage tank 503 to a pressure above atmospheric pressure, and then this higher pressure is transferred to conduit 65.
6 to the lower end of the hole 693.
The differential pressure across 91 increases substantially when the throttle valve is fully open (compared to this differential pressure without exhaust gas pressure).

This is illustrated graphically in Figure 5 (“Inverter”
(see the line at the far right of the line).

The increasing differential pressure when the throttle valve is fully open ensures that the steam supply to the engine is maintained, and when the throttle valve is fully open, the piston section 7
01 has the great advantage of not blocking this supply.

When the engine is stopped, the engine exhaust pressure is set to zero, and the hole 693
The remaining exhaust pressure at the lower end of the piston is vented to the atmosphere through the discharge port 660 so that it can be moved to the bottom of the piston bore 693.

This downward movement of the piston 691 causes the land portion 700 to
is positioned to block passageway 683 and fully open vent 681 to completely stop the engine.

Conduit 652 may be provided with a fluid check valve (similar to valve 571 in FIG. 2 to some extent) to regulate engine exhaust pressure and increase the effectiveness of this pressure.
This engine exhaust pressure can also be introduced into tank 503 below the surface of the liquid to increase cleaning of the exhaust gas before sending pressure to inverter 663.

The operating state shown in FIG. 11 and the effect of the inverter structure described above are related to the vacuum relationship (5th
The relationship shown by the solid line in the figure) is the maximum vacuum when the throttle valve is closed, and the minimum vacuum when the throttle valve is fully open. The goal is to change the relationship so that the vacuum is zero when the throttle valve is closed and reaches its maximum when the throttle valve is fully open.

This converted vacuum condition in the passage 683 of the inverter device 663 is therefore exactly the type of vacuum relationship desired for the varying throttle valve opening conditions of the engine.

The inverter device shown in FIG. 11 has further advantages.

That is, in the case of throttle valve closure during start-up or deceleration (see Figure 11) or engine stop conditions (see Figure 13), the vacuum is effectively zero, and all fluid entering from conduit 525A flows through the throttle valve. In the closed state (the engine is running) or blocked by the land 700 (the engine is stopped), the outlet openings 658, 660 ensure a discharge to the atmosphere.

In fact, this construction shown in FIG. 11 eliminates the need for any auxiliary evacuation device.

Furthermore, by arranging this inverter approximately at the suction point of the engine suction system, it is possible to ensure the required shutoff and removal of steam without overflowing.

The evacuation operation of the device of FIG. 11 can be performed almost instantaneously.

Any excess fluid in conduit 525A is immediately drained when the throttle valve is closed, and the passage to the engine is also
Closed by.

The manner in which the flange 695 of the piston moves above the port 683 upon closure of the throttle valve (when the engine is running) not only allows fluid to be discharged from the port 683 to the outlet 658 and 660; Any fluid rising from the orifice 683 to the outlet passageway 671 can also be blocked by this.

In this regard, piston 691 acts as a valve member.

The relationship of the length of piston 691 to the length of bore 693, the shape of land 100 and the positioning of slot 681 ensure that no fluid can flow into the engine when the engine is stopped.

When the engine is stopped, the vacuum drops to zero, and the spring 703 presses the piston 691 downward, causing the flange 695 to sit on the plate 707 supported by the snap ring γ05 at the lower end of the inner hole 693.

When the flange 695 is engaged with the plate 707, the piston 691
The upper land portion 700 faces the vent 683 and prevents flow from the vent.

Any leakage that passes through lands 700 exits through slots 681 and passes through air filter 687 surrounding these slots.

That is, when the engine is stopped, the vacuum in PCv conduit 669 reaches zero, and spring 703 pushes piston 691 downward to engage flange 695 with washer 707.

At this point, land 700 on the upper piston side wall of open lower 02 blocks flow through opening 683.

This prevents any fluid from entering the engine from conduit 525A.

If any leakage occurs due to leakage force of fluid passing through the side wall 708 of the piston, such leakage may occur at outlet 6.
71 and exits through port 681 before reaching the engine.

In this way, the port 681 has two functions.

This vent can reliably prevent leakage from flowing into the engine when the engine is stopped.

However, the primary purpose of vent 681 is to provide additional lean-out in certain operating conditions.

As the engine power increases, as the piston 691 moves downward, the cross-sectional area of each open port 681 increases proportionally, resulting in addition and increment of the engine as the engine power increases.

The relationship of the piston 691 to the position and shape of the port 681 is normally such that lean-out of the engine does not occur during normal operation.

That is, in the operating state, the piston 691
prevents any flow from port 681 to conduit 673.

However, if some slope-out flow is required in operation, the relative alignment and positioning of piston 691 and port 681 can be configured to provide the desired slope-out.

As shown in FIG. 11, an ultrasonic generator 670 can be used in the inverter device 663.

The inner end 672 of the ultrasonic generator can be connected to or integrated with the inverter outlet 671 (see FIG. 11).

Fluid flow (PCV) entering the inlet end 672 of the ultrasound generator
The crankcase gas (combination valve), steam from conduit 525A, and any additional out-of-air air introduced through openings 679, 681 flows through orifice 674.

A portion of the fluid flow through the orifice 674 enters the resonance chamber 616 and the main flow flows into the ultrasound generator outlet 673.

The effect of the resonance chamber 676 is to create a standing wave 680 in the outlet conduit 673 at ultrasonic frequencies, which allows the ultrasonic generator to efficiently mix all the materials in the vapor stream, as well as the material in the conduit 678. A shock wave is generated to improve the mixing of the air/fuel mixture and force the air/fuel mixture to exit the lower end of the carburetor.

Ultrasonic generator 670 thus uses the fluid energy of the vapor stream to improve mixing and vaporization of the inverter device 663 fluid stream and the vaporizer outlet stream.

A lean-out valve 709 is shown in FIG. 18 and can be used with the PCv valve 670' of FIG. 1 and the embodiment of FIG. 4 to increase combustion efficiency and reduce emissions. A one-in-out can occur.

This lean-out valve 709 is provided with an external valve body 111, and a single-shaped portion 11 for inserting this valve body into the PCv conductor 669.
Screw on 3.

The lean-out valve 109 is further provided with a movable valve element 715 which is provided with an inclined stem 717 and an upper flange 719.

This flange 719 is used as a guide flange, and a notch is provided at the periphery of this flange for air flow (see Fig. 19).
.

The spring 721 is engaged with the lower part of the 7 flange 719 and is seated on the valve seat 723 to bias the valve element γ15 upward to the dotted line position shown in the figure, in which the slanted lower end of the stem 717 causes the valve element 711 to be pushed upwardly. Minimizing the restriction of atmospheric air flowing through the interior through the slotted flange 719 and through the reduced diameter holes 723 into the interior of the PCM valve conduit 669.

Snap ring 725 limits upward movement of valve element 715 and protrusion 127 limits downward movement of valve element 715.

In operation of the lean-out valve 709, the movable valve element 711
moves from the engine to the position shown by the solid line in the fare.

In this position, valve stem 717 substantially blocks all airflow into conduit 669.

This is because the large diameter portion of the stem is placed in a flow-blocking relationship with the bore 723.

Valve element 715 moves downward to the position shown by the solid line during idle operation.

This is because the vacuum in conduit 669 is sufficiently high relative to atmospheric pressure (and the pressure imbalance between the top of flange 190 and the bottom of this flange overcomes the biasing force of spring 121, forcing the valve element downward to the position shown). This is because it moves to .

In other words, when the engine is running, this differential pressure is 7 ranges 11
Valve element 715 is positioned well above the flow region passing through slot 9, as shown by the solid line in the figure.

As the vacuum in conduit 669 decreases, the flow field through the slot in seven langes 719 is associated with spring cuff 21, causing the PCV to
gradually moves upward as the vacuum in conduit 669 decreases,
This also allows the sloped valve stem 717 and passageway 72 to
3 to increase the amount of atmospheric air injected into the PCv conduit 669 for increased lean-out with increasing throttle position.

The inverter device described in connection with FIGS. 11-15 can be used in place of the lean-out valve 709 of the embodiment shown in FIGS.
Connect the inverter device to the PCV conduit instead of 9.

In this case, the steam outlet conduit 525 is connected to the idle adjustment screw 5
09 instead of connecting to the inverter inlet 683.

In all cases P beyond the butterfly valve to the engine suction system
A CV valve conduit 669 is connected and the vacuum in this conduit 669 is varied from a maximum when the throttle valve is closed to a minimum when the throttle valve is fully open, as shown by the solid line in FIG.

Fig. 16 incorporates the inverter device shown in Figs. 11 to 15,
9 is an elevational view of an embodiment of a production control system incorporating reactor apparatus 550 of FIG. 9; FIG.

Portions of the apparatus of FIG. 16 that correspond to portions shown in other figures are designated by corresponding numerals.

In this way, the embodiment of FIG.
11, a fuel supply tank 611, a conduit 619 (having a flow rate adjustment and restriction member 633) for guiding fuel from the fuel supply tank 617 to the reactor 550, and a conduit 619 for guiding the steam and pre-combustion reaction products from the reactor 550 to the inverter 663 ( conduit 525A, PCV valve 670', PCV (Po5
itiveCrank Ca5e Ventillat
ion) conduit 667 and PC for directing the flow from valve 670' to the T-joint at the outlet of inverter 663; position the connection of conduit 661 and the outlet of inverter 663 outside the butterfly valve 617 of the vaporizer; A conduit 673 is provided which connects to the m suction device at 675.

Location 675 is normally used to introduce the PCM valve gas flow into the engine suction system.

However, the present invention does not limit the connection with the vaporizer to this position.

Proper operation of the inverter 663 of the device according to the invention is only subject to connection to the engine suction device in a position where the vacuum decreases as the opening of the throttle valve increases.

Furthermore, in the embodiment shown in FIG.
3, a fluid check valve 654 for adjusting the alternating pressure of the exhaust gas, and a conduit 656 for conducting pressure above atmospheric pressure from the water storage tank 503 to the inverter 663.
and.

In operation of the embodiment of FIG.
The reactor 550 is fed by gravity and vacuum.

In this particular embodiment, the effect of the vacuum supplying the water is significantly greater than the effect of gravity (and thus allows the water supply tank 503 to be located below the height of the reactor 550 if necessary.

Fuel from tank 617 is supplied to reactor 550 via conduit 619 and through flow rate regulating and restricting member 633 .

Connect the fuel conduit 619 to the inlet connection 65 as shown in FIG.
3 to the reactor 550.

Alternatively, fuel conduit 619 can be connected to the reactor at inlet conduit 631 (see FIG. 9).

The water and fuel are premixed before passing through variable orifice control valve 507 when connecting fuel conduit 619 to reactor 5500 Å port conduit 631 .

When connecting fuel conduit 619 to inlet 653 of reactor 550, fuel is mixed downstream of the water of variable orifice flow control valve 507.

In the embodiment of FIG. 16, a fixed orifice (eg, orifice 605 shown in FIG. 6) may be used in place of variable orifice 5070 in reactor 550.

Due to the fact that the inverter 633 in the embodiment of FIG.
01 and (1)) a fixed orifice (eg, orifice 605 in FIG. 6) can be used in place of variable orifice 507.

That is, the engine can be located to reliably prevent any fluid from flowing from the inlet 683 to the outlet 671 during engine stop and engine deceleration, and during engine operation.
16), or by providing a piston 691 in the inverter in operation, providing a flow stop valve (e.g., variable orifice flow control valve 501 in FIG. 9) upstream of the impark device 663, or You no longer need to rely on this.

Fixed orifice 633 (inlet 653
) and a fixed orifice 605 (
variable orifice 507) can be used.

This is because the vacuum can be increased by the inlet motor 633 as the engine output increases to meet the demands of the engine.

By appropriate selection of the orifice dimensions, the required flow rates of water and fuel entering the reactor can be controlled, eliminating the need for variable orifices in the feed conduits.

A variable vacuum at a fixed orifice allows the flow rate to be varied as desired.

The flash boiler 505 shown in FIG.
Illustrated as part of.

However, this flash boiler 505 is not limited to the coaxial structure as shown in FIGS.
In the embodiment shown, the flash boiler can be in the form of a tube, as in the embodiments of Figures 8, 2 and 4, and the flash boiler can be a metal tube, such as aluminum, wrapped around the exhaust manifold or heater. be able to.

The particular type of flash boiler is not critical to the construction or operating conditions of the embodiment of FIG.

In summary, in the embodiment of FIG. 16, nothing more than a fixed orifice is needed to control the conversion of the water flow to steam.

If pre-combustion reaction products are required, the fuel conduit 619 is further connected to the water supply conduit 511 and the fuel stream is mixed with water in a flash boiler, which acts as a reactor and converts the water to steam. It is also possible to convert fuel and steam into pre-combustion reaction products.

No special form of flash boiler is required and no
The illustrated reactor represents only one configuration of a reactor that is effective in producing the desired results.

When fuel is added to water to produce pre-combustion reaction products, this reaction requires appropriate temperatures in the flash boiler.

That is, temperatures of 482.2°C (below 900°C) or higher are preferred to completely effect the desired reaction.

At the outlet of the reactor 550, the fitting 525 in FIG. 9 is connected to the conduit 525.
A directs the steam and pre-combustion reaction products to the inlet 683 of the inverter device 663, and the flow of the steam and pre-combustion reaction products is regulated by the structure of the inverter device 663 under various engine operating conditions.

The operating states of this engine include operation in idle operation, operation with the throttle valve partially open, operation with the throttle valve fully open, deceleration operation, and operation when the engine is stopped. This is as described in detail with respect to FIG.

Another embodiment 729 of an inverter device for increasing vacuum effectiveness using a decreasing vacuum is shown in FIG.

This inverter device 729 has a first valve 731 and a second valve 73.
3 will be provided.

Both valves 731 and 733 are placed in conduit γ35, which is connected to manifold 675.

Steam inlet conduit 525A is connected to valve 731 and valve 73 of conduit 735.
Connect to the portion 737 between 3 and 3.

A pressure sensitive conduit 739 extends from the manifold 675;
The conduits are also connected to each of the valves 731, 733 to control the opening and closing of the valves in response to changes in manifold vacuum.

Valve 731 is configured to be sensitive to conduit 739 and normally closed in the case of high vacuum (high vacuum during engine operation), and valve 733 is configured to be sensitive to conduit 739 and normally closed in the case of high vacuum.

In operation, valve 731 is gradually opened as the vacuum sensed by control conduit 739 decreases, and valve 733 is gradually closed as the vacuum sensed by control conduit 739 decreases, so that the steam Inlet conduit 52
The vacuum developed at connection 731 of 5A is caused to increase from zero at low engine operation to a maximum value at full throttle valve opening, thus causing the reversal of the change in vacuum at manifold 675.

The structure shown in FIG. 17 also allows zero vacuum (atmospheric pressure) to be generated during dry operation.

This is because the valve 733 is completely opened and the valve 131 is completely closed in the operating state from now on.

Preferably, this structure is used in conjunction with exhaust pressurization of a water storage tank.

All embodiments of the invention thus supply suction fluid (steam or steam plus water droplets or steam plus precombustion reaction products) in varying amounts in response to the engine's demands on these materials as engine operation changes. do.

Engines require different amounts of steam, both in quantity and quality, to reduce the production requirements and increase the efficiency of engine operation under varying operating conditions of the engine.

Therefore, the engine's demand for steam in any particular operating condition is based on the amount of steam that will produce good engine operation under that condition.

With good engine operation, one can obtain completely clean combustion with low HC, CO and NOx emissions without explosion, pre-ignition or afterburning (diesel knock) and with the best economical fuel.

The engine's demand for steam varies over a wide range under certain operating conditions from no steam at all to as much steam flow as the fuel flow at other engine operating conditions.

The engine demand for steam at engine shutdown is zero.

This is because water is not allowed to flow into the engine when the engine is stopped.

If water enters the engine when the engine is stopped, corrosion and/or liquid lock may occur.

In normal steady state low speed operations, only a small amount of steam or no steam is required to produce the optimum low speed operation output.

As the power increases at each steady state, it is necessary to increase the amount of steam proportionally to the power.

Flowing conditions, such as acceleration at maximum net mean effective pressure, require more steam than steady state operation and require a reduction in steam quality.

That is, the steam contains some percentage of water droplets to obtain maximum combustion cooling and to keep nitrogen oxides within acceptable limits.

During deceleration, less steam may be required at each point of this deceleration than would be required at any point in the steady state.

Producing a favorable precombustion reaction is another important point in determining the engine's steam requirements.

By producing the appropriate amount of steam at the appropriate temperature for any engine operating condition, the required precombustion reaction can be maximized and, by maximizing it, engine operation can be enhanced.

This can improve the combustion characteristics and thus reduce emissions and also improve engine efficiency and economy and engine cleanliness.

Engine steam requirements are further determined by limiting the amount of steam that does not impair combustion.

For example, if steam is not restricted during deceleration, excess steam will be introduced to ensure sufficient combustion.

This results in incomplete combustion.

This significantly cools the flame and results in an undesirable amount of H
C and CO are generated.

Engine efficiency becomes extremely poor.

Increased hydrocarbon deposition. During acceleration, the steam demand of the engine is met by the introduction of an appropriate amount of steam, which (due to the high extra high temperature of this steam, plus the latent heat of vaporization of the water droplets contained in the steam, plus the heat of dissociation) generates excess engine heat. Otherwise, high heat of combustion would be generated, resulting in a peak temperature at the surface and a central odor heat pressure at the top (but even in this case too much steam would be introduced, impairing combustion, (This must be done without producing the undesirable consequences mentioned above).

Energy is absorbed into the steam by introducing the appropriate amount of additional steam, and this steam energy is returned as steam expansion in the latter part of the cycle, where the power stroke and engine torque are Add smoothness to your preferred crank angle.

The appropriate amount of additional steam at this point therefore prevents hot spots and smooths the energy conversion of pressure and temperature.

Additionally, an appropriate amount of steam is introduced for cleaning the engine.

Proper amount of steam can clean combustion and remove engine deposits.

The fuel is further heated and thus vaporized to distribute the fuel/air mixture ratio in the cylinders, and an appropriate amount of steam is injected to distribute the volume.

This maximizes economy and minimizes waste.

Claims characterized in that the invention generates steam in response to a single steam demand in all conditions of engine operation, and the amount of steam is responsive to one or more conditions of engine operation as described above. It goes without saying that various changes can be made.

When carrying out the present invention, it is preferable to carry out the following procedure.

(1) Improve combustion characteristics and engine efficiency, reduce peak temperatures of exhaust emissions and combustion chamber surfaces, and use the steam energy of the steam during expansion of the engine cycle to provide low-speed torque and acceleration. and adjust the quantity and quality of steam to improve drive capacity compared to operating the engine without injected steam.

(2) Controlling and supplying an additional amount of steam during acceleration.

(3) Reduce the amount of moderated live steam.

(4) Controlling the supply of additional steam during acceleration in response to engine vacuum.

(5) Use a flexible wall accumulator to store water in the reservoir that increases the amount of steam during acceleration, and the flexible wall of this accumulator deflates in response to increasing engine vacuum during acceleration. the flexible wall by supplying at least some of the water in the accumulator to a steam generator associated with the engine to increase the amount of steam during acceleration of the engine, and in response to a decrease in the internal vacuum during deceleration of the engine; The expansion stores at least some of the water in the accumulator and reduces the amount of steam upon depletion.

(6) Supply steam by passing it through an ultrasonic generator.

(7) Steam is injected into the engine at points where the vacuum increases as engine power increases.

(8) mixing fuel with water, passing the mixture through a reactor, converting the water to steam, and maintaining the reactor at a high enough temperature to produce hydrogen and other reaction products from the fuel and steam; do.

(9) injecting steam to a point in the engine suction device where the vacuum increases as the engine output increases, and storing water in a water reservoir;
The fuel is stored in a fuel reservoir and the fuel in the fuel reservoir is maintained at a static head equal to the water level in the reservoir and the vacuum at the injection point of the engine at the rotating rotor in free operation.

(10) sensing the vacuum that decreases as the output of the engine increases, and controlling the supply of steam in response to the sensed vacuum;
A controlled amount of steam is also provided through a variable orifice which reduces steam flow restriction with a sensed decreasing engine vacuum during operation of the engine.

aυ It senses the vacuum created during engine operation and cuts off the steam flow.

(12) converting a decreasing vacuum field into an increasing vacuum field by an inverter device and changing the restriction of the variable orifice in response to the changed vacuum effect;

(13) varying the second variable orifice in response to the sensed vacuum and increasing the restriction provided by the second variable orifice in response to decreasing vacuum;

(14) Apply exhaust gas pressure to increase vapor flow if the sensed vacuum is low.

(15) Add lean-out air to the injected steam in an increasing amount as the sensed vacuum decreases to prevent steam from entering the engine when the engine is stopped, and to provide a maximum amount of lean-out air when the engine is stopped. Air prevents afterburning.

α6) Controlling the supply and amount of steam by means of the vacuum created in the engine's suction system.

(17) Heat generated by combustion converts water into steam in a flash boiler and injects this steam into the engine's fuel/air mixture.

08) venting the generated steam before the feed point of the engine in operating conditions consisting of, for example, engine shutdown and engine running and deceleration, so that no water is converted into steam;
Preventing the supply of steam or water to the engine in selected conditions of such engine.

Steam is generated in a flash boiler having two passages, one of which is for water inflow and the other for water outflow, and is made of a first material having a coefficient of thermal expansion, which is connected to a valve. A flash boiler is provided with a first member connected to the seat, and a second member made of a second material having a smaller coefficient of thermal expansion than the first material and connected to the movable valve member. By arranging two passages concentrically with the water inlet passage adjacent to the second material having a small coefficient, the second material has a small coefficient.
To maximize the cooling effect of the inflow water on the component, especially during acceleration, so that it can itself perform a control function.

(20) Supplying water from the water supply tank to the Franche boiler and introducing exhaust gas into the water supply tank from the engine exhaust port to increase the pressure in the water tank and adjust the exhaust gas pressure applied to the water supply tank. .

The CD engine can be provided with an automatic starting system, and at least a portion of the steam generated in the flash boiler can be supplied to a bimetallic control member of the automatic starting system, thereby eliminating the need for additives to start the engine.

(22) Water is supplied to the flash boiler by a gravity feed system, reducing disturbances in the distribution system to a level where more than enough steam can flow to meet the engine demands, and supplying water to the flash boiler in response to engine demands. Block the flow by adjusting the amount of water flowing in.

(23) A catalyst converts a portion of the injected steam to generate hydrogen gas, and supplies this hydrogen gas to the combustion region.

04) Convert hydrocarbons using a catalyst and injected steam to generate hydrogen gas and supply the hydrogen gas to the combustion zone.

(2) Add ultrasonic energy to steam.

(26) Control steam over the entire engine operating range from start-up, to run, acceleration, all power levels, deceleration, and stop, and supply the amount of steam required by the engine in each operating state.

(27) The heat generated during the combustion process converts water into steam, and this steam is injected into the combustion chamber.

(28) The combustion chamber is the combustion chamber of the engine, and at this time steam energy is passed through the engine.

(29) The combustion chamber is an engine combustion chamber, and the engine exhibits a net mean effective pressure.

(30) The combustion chamber is a combustion chamber of a rotary engine.

(31) The combustion chamber is a combustion chamber of a gas turbine engine.

(32) Applying ultrasonic waves to the steam injected into the combustion chamber.

Zeng The fluid is vaporized.

(34) A suction device having a vaporizer and a vent directly below the vaporizer, in combination with injection means for injecting a controlled amount of steam into the vent.

Eel A flash boiler means is provided for converting water into steam by the heat generated during the combustion process, and vacuum responsive acceleration means are provided for injecting an additional amount of water into this flash boiler during acceleration.

(36) Two passages are provided in the flash boiler means, one as a water inflow passage and the other as a water outflow passage, and any two passages are made concentric.

(37) A first member made of a first material having a thermal expansion coefficient of The flash boiler is provided with a second member connected to the flash boiler, and the second member is provided with attachment means for connecting the flash boiler means to the exhaust system of the combustion chamber. different thermal expansions and relative motion between the valve seat and the valve element.

(38) orifice means is movable to a position relative to the first passageway, and as the vacuum is reduced, the atmospheric pressure acting on the second surface of the piston is transferred through the orifice means to the first passageway; This orifice means increases the pressure restriction to the passageway.

(39) An opening is provided in the cylinder hole for applying pressurized gas at a pressure equal to or higher than atmospheric pressure acting on the pressurizing port means penetrating the cylinder and the second surface of the piston.

[Brief explanation of drawings]

FIG. 1 is a perspective view of the combustion and pollutant generation control device for an internal combustion engine according to the present invention, FIG. 2 is an elevational view taken along line 2-2 in FIG. 1, and FIG. FIG. 4 is an elevational view of the embodiment of FIG. 1 incorporating the fluid drain valve of FIG. 3; FIG. changing engine manifold,
FIG. 6 is an elevational view of another embodiment of the combustion and pollutant generation control device for an internal combustion engine of the present invention;
The figure is a partial cross-sectional view of the idle link adjustment screw, Figure 8 is a vertical cross-sectional view of the flash boiler, Figure 9 is a vertical cross-sectional view of the reactor,
Figure 10 is a cross-sectional view on line 10-10 of Figure 9;
12 is a cross-sectional view taken along the line 12-12 in FIG. 11, FIG. 13 is a vertical cross-sectional view of the inverter device similar to FIG. 11 when the engine is stopped, and FIG.
15 is a longitudinal sectional view of the inverter device similar to FIG. 11 when the throttle valve is partially opened, and FIG. 15 is a longitudinal sectional view of the inverter device similar to FIG. 11 when the throttle valve is fully open. FIG. 16 is an elevational view of still another embodiment of the combustion and pollutant generation control device for an internal combustion engine according to the present invention, and FIG. 17 is a part of still another embodiment of the combustion and pollutant generation control device for an internal combustion engine according to the present invention. Diagram of Fig. 18 Vertical sectional view of beam-in-out valve, No. 1
FIG. 9 is a perspective view of the movable element of the glue-in-out valve of FIG. 18. 501... Pollutant generation control device, 503゜60
3... Water storage tank, 505... Flash boiler, 507... Variable orifice control valve, 509... Idling adjustment screw, 51L5
13゜51γ, 525,525A, 527,619゜6
31.656, 667.673, 735... Conduit, 519... T-shaped joint, 521...
・Exhaust gas manifold, 529...Exhaust vent,
531... Vacuum ignition accelerator, 541...
...Valve seat, 543...Movable element, 545...
... wire, 547 ... tube, 551 ...
... Upper head assembly, 569 ... Accumulator, 571 ... Fluid drain valve, 577°67
6... Resonance chamber, 583... Air release structure, 595... Sealing member, 591...
Spring restraining member, 605... Fixed area orifice, 607, 633... Proportional orifice, 609
...Float control valve, 617.621...
・Fuel tank, 635...Hydrogen accumulator, 645...Catalyst, 650°653.661.
683... Passage, 651... Slot, 6
54... Fluid check valve, 658... Discharge port, 660... Discharge port, 633,729.
...Inverter, 665...T-shaped member, 667.671...Opening, 669...
・PCv valve conduit, 670... Ultrasonic generator,
610'...PCV valve, 6γ5...manifold, 67γ...butterfly valve, 678...
...Syria f, 680...Standing wave, 687...
... Filter, 691 ... Piston, 693
...JL701. ...Passway slot, 703
... Spring, 709 ... Lean-out valve, 715 ... Movable valve element, 719 ...
Slotted flange, 121...Spring, 723...
... Valve seat, 731.733 ... Valve, 139
・・・・・・Pressure sensitive conduit.

Claims (1)

[Claims] 1. A method for reducing pollutant generation in an internal combustion engine having a combustion region and an exhaust region, in which water from a water tank provided above the engine is supplied to the bottom of the engine via a flow rate control device. passing through a flash boiler and into a flexible wall accumulator, converting a controlled amount of water into steam by said flash boiler, and converting this controlled amount of steam into a vacuum which increases as engine power increases. is connected to the vacuum field of the engine suction system to automatically inject steam into the engine in response to the engine's steam demand; Water is converted into additional steam required by the engine and injected, and a flexible wall accumulator that deflates during deceleration expands and pulls the excess steam back into this accumulator to provide steam to meet the engine requirements under any engine operating condition. 1. A pollutant generation control method characterized by being able to supply pollutant generation. 2. A method for reducing pollutant production in an internal combustion engine having a combustion zone and an exhaust zone, in which water from a water tank located above the engine flows through a flow control device into a flexible wall accumulator located below the engine. The fuel from the fuel supply tank of the carburetor is also allowed to flow into the flexible wall accumulator via a flow control device to mix with water, and the flexible wall accumulator is transferred to the engine via a flash boiler and a reactor. communicating with the vacuum field of the suction system of the engine, whose vacuum increases as the power increases, and the mixed fluid of water and fuel in the flexible wall accumulator passing through the flash boiler and the reactor depending on the operating conditions of the engine; 1. A method for controlling pollutant generation, characterized in that the controlled amounts of steam and pre-combustion reaction products are automatically injected into an engine. 3. A device for reducing pollutant generation in an internal combustion engine having a combustion region and an exhaust region, comprising a water tank provided above the engine, a flow rate control device for controlling the flow of water from the water tank, and the flow rate control device. a flexible wall accumulator connected to the flexible wall accumulator; a flash boiler connected to the flexible wall accumulator; and a conduit arrangement connecting the vacuum field of the engine suction system and the outlet of the flash boiler, the vacuum field of which increases as the engine output increases. A contaminant generation control device characterized by comprising: 4. A device for reducing pollutant generation in an internal combustion engine having a combustion region and an exhaust region, which includes a water tank provided above the engine, a flow rate control device for controlling the flow of water from this water tank, and a vaporizer. a flow control device for controlling the flow of fuel from the fuel supply tank; a flexible wall accumulator connected to the water flow control device and the fuel flow control device; a flash boiler connected to the flexible wall accumulator; a reactor installed in the boiler to convert the mixed fluid from a flexible wall accumulator into pre-combustion reaction products; a vacuum field in the engine suction system and an outlet of the flash boiler where the vacuum increases as the engine power increases; A contaminant generation control device characterized by comprising a connecting conduit device. 5. A device for reducing pollutant generation in an internal combustion engine having a combustion region and an exhaust region, comprising a water tank provided above the engine, a flow rate control device for controlling the flow of water from the water tank, and the flow rate control device. a flexible wall accumulator connected to the flexible wall accumulator, a flash boiler connected to this flexible wall accumulator, and an inverter device connecting the vacuum field of the engine suction device and the outlet of the flash boiler, in which the vacuum decreases as the engine power increases. A contaminant generation control device characterized by comprising: 6. The inverter device comprises cylinder means having an internal cylindrical bore and piston means movable axially in the cylinder bore, a first surface being exposed to vacuum in a vacuum field and a second surface being exposed to atmospheric pressure. a surface on said piston means, further biasing said piston in a direction opposite to the direction of movement caused by atmospheric pressure applied to said second surface; and a fluid extending through said cylinder and opening into said cylinder bore. the piston includes an axially extending side wall opposite the cylindrical bore, the piston having an inlet passageway, an orifice means formed in the side wall, and an orifice means disposed at one end of the orifice means; an outlet passageway having said one end connected to a chamber creating a vacuum acting on a surface, restricting fluid flow from said first inlet passageway to said second outlet passageway through said orifice as said vacuum is reduced; Combustion of an internal combustion engine according to claim 5, characterized in that the orifice extending in the axial direction is arranged so as to decrease the vacuum, so that the vacuum effect is reversed and increased in response to the decreasing vacuum. and pollutant generation control equipment.