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HOW TO REDUCE FUEL CONSUMPTION?

Denis Viktorovich Vyatkin

ESSAY

Against the background of increasing cost of vehicle fuel required innovative solutions to reduce the cost of transportation. As a low cost and in the shortest time to achieve: to reduce fuel consumption by 10-25%, increase in engine power by 5-10%, decrease in harmful emissions (CO, CH) 7-10 times the present level?

All we are interested in the characteristics are directly related to the unit of engine work. The desired contact parameters may depend on several components: the volume of the combustion chamber, the fuel heat transfer, the combustion reaction rate, etc.

Here we look at one of the ways of solving the problem of increasing the efficiency of the engine, namely, an increase in the reaction rate of fuel combustion. At this rate, the following factors may affect: the initial temperature of the combustible mixture, the initial pressure of the combustible mixture in the combustion chamber, the number and location of sources of ignition the combustible mixture, composition and homogeneity of the fuel mixture. The last figures I would like to focus.

From chemistry know that fuel combustion reaction is expressed as:

From this relation we can calculate the amount of oxygen required for the reaction, and knowing the percentage composition of dry air (O ₂ - 21%; N ₂ - 79%) can calculate the amount of air used for combustion. Obviously, it changes the percentage of oxygen in the air will not change the shape of the combustion reaction flow, but will certainly increase its intensity. Nitrogen - without participating in the combustion process, reduces the probability of binding the active components in a small period of time. So there is the possibility of reducing the amount of nitrogen to increase the flame speed to 25-40m / s up to 2000 m / s.

In Fig. 1 shows a part of the expanded combustion phase indicator diagram in carburetor engines, representing the dependence of the gas pressure inside the cylinder from the crank angle.

Ignition is performed at the end of the compression stroke ahead equal to the angle φ. Ignition timing corresponding to the point "a". Visible pressure rise starts at a point "b". Point "B" indicated maximum pressure.

Fig.1 Process of combustion of fuel in the carburettor engine

The period from point "b" to the point "a" is called the period of flame propagation, or visible combustion period. This period is characterized by a significant increase in pressure and usually ends at 12-18 ° after top dead center (TDC). After passing through the piston points "a" corresponding to the maximum combustion pressure, the expansion process begins. The pressure drops and the gases expand. Under normal conditions, part of the mixture, not had time to burn in a timely manner, burns in the process of expansion.

Increased flame propagation speed increase will lead to an internal combustion engine in the maximum cylinder pressure after the piston passes top dead center, that the expansion of the combustion product, give much greater momentum on the internal combustion engine piston.

But why, until now, this reserve power is not used? It was found that the rate of pressure rise in gasoline engines should not exceed 0.25 MPa at 1 ° rotation of the shaft. With the increase in pressure rise rate dynamic loads on the crank mechanism and significantly increasing engine vibration phenomena occur - detonation. This increases the wear of conjugated units, and engine durability is sharply reduced. Knocking combustion is accompanied by a fall in output and the deterioration of engine efficiency. With this combustion is disturbed fluid friction in the bearings and anti-friction material is deformed. The main signs of detonation are: unstable operation and overheating of the engine, the development of cylinders sharp metallic knocks, the appearance of black smoke in the exhaust gases. The gas pressure at the detonation combustion is increased to 15-20 MPa, which is considerably higher than the pressure corresponding to the normal combustion (2.5-5.0 MPa). The appearance of the detonation is dependent on the composition of the mixture. With increasing engine speed and throttle at least a cover (load decreases) propensity to detonation is reduced, since this increases the amount of residual gases in the combustion chamber. The highest propensity to detonation occurs at full engine load.

Is due to the design and performance of modern engines, we have to lose a huge energy resources inherent in the increasing rate of the combustion reaction? At the moment, yes. It is known that the effective efficiency of the internal combustion engine at full load is within the following limits: carbureted engines - 0.22-0.28; Diesel engines - 0.26-0.38. There is a large field of activity for engine designers. But I would like to suggest to use at least a small fraction of the benefits of this effect in modern engines. It would not be the desire to get more power from the engine is not designed for such loads. But its operation within the rated capacity with substantial fuel savings would be appropriate. If we reduce the amount of oxygen-rich fuel-air mixture in the combustion chamber, we can mitigate the damaging effect of pressure rise due to lower power consumption of the fuel mixture. Having a slight increase in power, we significantly reduce fuel consumption. And the economic effect easily pay for the additional cost.

To date, the following known methods of enriching oxygen fuel mixture:

1. A method and apparatus for supplying gasoline engine lean / Pat. Switzerland number 683 938 5 F02M 17/16, 17/38, F02B 51/00, 1994 /, which is to create a lean fuel-air mixture of varying composition, using a gas mixture of air at a maximum pressure. The main disadvantage of this device - the initial increase in pressure in the gaseous mixture of oxygen and permanence in the composition ratio of air. The latter factor does not change the fuel combustion reaction rate. The positive effect achieved by the other parameter.
2. The method and apparatus of oxygen enrichment of the combustible mixture in an internal combustion engine (ICE) / Pat. China number 1209504 from 03.03.1999, F02M25 / 10 /. It compared with the previous device has an increased amount of oxygen in the air, intended to create a combustible mixture that increases the speed and thoroughness of its combustion. A disadvantage of the method is the lack of feedback from the output characteristics of the engine that affect the abrupt change its modes of operation and economical oxygen flow rate to enrich the fuel mixture.
3. The device of the internal combustion engine / Pat. Japan number 62199958 of 03.09.1987, F02M33 / 00, F02M25 / 10 /. It compared with the previous device has an inverse relationship with the engine carburetor components, which increases the efficiency of the flow of additional oxygen. The disadvantage of the prototype is that the device requires a structural change to the existing carburetor solenoid application involves only two modes of oxygen flow (solenoid valve is open and allows oxygen or closed - the oxygen in the carburetor is not received). With this construction, the abrupt change in the proportion of oxygen in the fuel mixture supplied to the internal combustion engine is not stable operation of the engine (pulsating sharp jerks of the crankshaft) will occur, which will lead to the impossibility of its use as part of the vehicle or a generator and a rapid deterioration of the internal combustion engine.
4. The control unit exhausts ICE / Pat. US number 3877450 from 15.04.1975, F02D21 / 02 /. It oxygen fed into the combustion chamber directly under a candle in a pure form. This situation is possible when created, the incoming oxygen, not saturated with fuel cloud by electrical arc candle will not lead to the combustion reaction (oxygen does not burn by itself), which will lead to unstable combustion engine. Furthermore, heterogeneity of the combustible mixture in the combustion chamber, does not give a positive effect on the complete combustion reaction rate, and the exclusion from the carburetor circuit (oxygen supply path) will lead to the ineffectiveness of its control functions. Thus, when a sharp increase in engine speed and when an oxygen thereto, closes the carburetor, and a small amount will flow into the combustion chamber (or entirely stop) the fuel mixture, leading to a drop speed and the throttle open. Thus, the throbbing engine performance will be observed, which has the same effect as the previous well-known devices. The mouth-tron devices for regulating the amount of oxygen used mechanical valve - the supply of oxygen equal portions without regard to the amount of fuel in the combustion chamber and without feedback from the output characteristics of the engine.
5. I have provided a method and apparatus of increasing the oxygen concentration in the gas air mixture of the internal combustion engine system, the control system feeding the oxygen patent №2002120004 / 6 (020,830). Device intended for connection to the internal combustion engine air cleaner, and provides additional adjustment of oxygen in the gas mixture by means of the control system. The effect of the solution of the problem lies in the fact that instead of a gas mixture of atmospheric air is used a gas mixture with a higher oxygen content to vary in its concentration depending on the amount of fuel and the maximum allowable rotational frequency of the internal combustion engine that dramatically reduces fuel consumption, ceteris paribus .

Driving the internal combustion engine air system with increasing oxygen concentration in the gas mixture to known functional elements is shown in Fig.2 .

Fig. 2 circuit device for controlling air-fuel ratio in the engine.

The device comprises an oxygen cylinder valve and the reducer 1, the oxygen supply tube 3, the valve 2, the air filter 4, the amount of fuel supply control system 5, the engine speed sensor 6, the fuel feed amount sensor 7, the control valve 8.

The device uses the output parameters of fuel supply quantity sensor 7, to generate a signal through the fuel supply control system 5, which is supplied to the control valve system 8 and outputs from the engine speed sensor 6, a signal for fuel supply control system 5.
When changing the engine speed in the range from idling to maximum engine RPM sensor 7 fuel feed quantity control system through fuel supply quantity 5 generates a control signal for the control valve 8 systems. 8 the valve system, adjusting the throughput capacity control valve 2 adjusts the amount of oxygen supplied to the air filter 4, where the formation of the gas mixture with an appropriate concentration of oxygen.

Transfer device in a range from idling to maximum allowable RPM mode by varying the amount of fuel supply, while the corresponding change in quantity of oxygen fed to the gas mixture. Engine speed limit for achieving its maximum value is made by decreasing the fuel supply amount signal to the fuel supply 5, the engine speed sensor 6 control system. Such co-regulation provides the optimum fuel consumption and safer with oxygen ICE mode.

To confirm the desired effect in practice, the experiment was carried out. The two-stroke engine scooter was used as an internal combustion engine. The area around the air intake of the air filter scooter idling, was filed oxygen from an oxygen cylinder, as a result, the engine speed is increased dramatically. Lack of oxygen sensor in the scooter system has allowed the experiment to observe cleanliness.

The achievable technical result is an increase in oxygen mass component in a gas mixture - the change in the speed of flame propagation from the combustor 40 m / s to 1000 m / s, increasing the pressure in the internal combustion engine combustion chamber when the combustion of the combustible mixture from 5 MPa to 15 MPa. Expected reduction of fuel consumption by 2 - 2.5 times, at the same level playing field. Equally important is the effect of reducing the content of harmful emissions (CO, CH) 7-10 times with respect to an unmodified engine emissions.

Expected reduction of harmful emissions is confirmed by testing device based on increasing the speed of combustion and installed on the vehicle "Gazelle". Extract from these tests reads the engine speed in the range of 550 to 650 rpm actual content of carbon monoxide (CO) in the engine exhaust without upgrading was 1.6% (normal GOST - 1.5%), and after modernization CO content was 0.10%; at high engine speed - 2650-2750 rpm CO content of 1.8% (at a rate of visitors - 2.0%), and after modernization CO - 0.18%; in the exhaust gases of the engine without having to upgrade the amount of hydrocarbons (CH) at low speed will be 1300 units (at a rate of visitors - 1200), and after modernization of the CH content was 150 units; at high engine speeds - the content of HF was 800 units (at a rate of visitors - 600), and after modernization of the content of CH - 120 units.

product features described device is possible with the use of the already known and commercially produced products. Thus, a device with minimal revision of the existing car fleet, increases its marketability. Thus, a user position, reached the size of the economic effect of which may exceed 30% of the cost of fuel.

print version
Author: Denis Viktorovich Vyatkin
PS material is protected.
Publication date 23.09.2006gg

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