DESC:FIELD
The present disclosure relates to the field of mechanical engineering. In particular, the present disclosure relates to internal combustion engines.
BACKGROUND
The speed of an automotive vehicle is typically controlled by regulating the amount of the air-fuel charge entering a combustion chamber of its engine. Typically, the amount of charge entering the engine is controlled by the throttle position of the carburetor, and the throttle position of the carburetor is actuated through an accelerator at the driver’s control. Typically, the carburetor comprises a main jet circuit, a pilot jet circuit, and an idle circuit. The main jet circuit and the pilot jet circuit operate when the throttle of the carburetor is fully or partially open as the engine operates at higher or lower engine speeds, respectively. The idle circuit is activated when the vehicle is in an idling state, that is, when the vehicle is not moving but the engine is ON.
Typically, in the case of deceleration of a vehicle, the vehicle speed is reduced by the activation of the idle circuit and closing of the throttle of the carburetor. However, though the vehicle is decelerating and the throttle is closed, the engine RPM continues to remain above the idling speed. The engine does not draw an adequate volume of air through the idle circuit, since the throttle of the carburetor is closed, which results in an introduction of a fuel rich charge into the combustion chamber. In the absence of adequate air, incomplete and inefficient combustion of the fuel rich charge takes place within the combustion chamber. This results in the wastage of fuel along with the formation of hazardous by-products, such as hydrocarbons and oxides of carbon and nitrogen, due to incomplete combustion of the fuel rich charge.
Hence, in order to overcome the above mentioned drawbacks, there is need for a system for improving the fuel economy of a vehicle during deceleration, which facilitates an efficient combustion of the air-fuel mixture within the combustion chamber of the engine, thereby improving the efficiency of the engine.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows.
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
Another object of the present disclosure is to provide a system for improving the fuel efficiency of an internal combustion engine that induces lean burn combustion during vehicle deceleration thereby improving the fuel economy of the vehicle.
Still another object of the present disclosure is to provide for a system for improving the fuel efficiency of an internal combustion gasoline engine that injects air into an intake port in a manner which facilitates controlled mixing of air and the fuel in a desired ratio.
Yet another object of the present disclosure is to a system for improving fuel efficiency of an internal combustion gasoline engine that is capable of improving the mixing of air with a fuel rich mixture.
Still another object of the present disclosure is to provide a system for improving fuel efficiency of an internal combustion gasoline engine that does not require a diaphragm based pressure-sensing units to control the flow of air into the intake system.
Yet another object of the present disclosure is to provide a system for improving fuel efficiency of an internal combustion gasoline engine that does not require any external actuation.
Another object of the present disclosure is to provide a system for improving fuel efficiency of an internal combustion gasoline engine that is simple in construction.
A further object of the present disclosure is to provide a system for improving fuel efficiency of an internal combustion gasoline engine that is reliable.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages a system for improving fuel economy of an internal combustion engine. The system comprises an injection circuit that includes a first intake path configured to facilitate a supply of air-fuel mixture to an intake port of the engine, when the engine is accelerating. The injection circuit also includes a second intake path configured to facilitate a selective supply of air into the intake port via an auxiliary air inlet, wherein the intake port defines a first axis and the auxiliary air inlet defines a second axis. The second axis is inclined to the first axis by an angle (Y) ranging between 20 degrees and 160 degrees. The auxiliary air inlet is spaced apart from a valve end of the intake port by a distance (X) such that a volume of the intake port operatively between the auxiliary air inlet and the valve end of the intake port is less than twice a swept volume of the engine. The second intake path is operative, when the engine is decelerating, to dilute a rich fuel mixture being drawn into the engine.
In an embodiment, the distance (X) is 75 mm for an engine having a swept volume of 110 cc, and the angle (Y) is 135 degrees.
In accordance with an embodiment of the present disclosure, the second intake path is configured by the assembly of an air filter and a float valve. The air filter is configured to provide filtered air to an intake port of the engine. The float valve is in fluid communication with the air filter via a first connecting pipe, and in fluid communication with the intake port via a second connecting pipe, wherein the float valve is configured to restrict air flow from the air filter to the intake port when the vehicle is accelerating and allow the air flow from the air filter to the intake port when the vehicle is decelerating.
BRIEF DESCRIPTION OF ACCOMPANYING DRAWING
A system for improving fuel efficiency of the internal combustion gasoline engines in accordance with the present disclosure will now be described with the help of the accompanying drawing, in which:
FIG. 1 illustrates a cross-sectional view of an intake system, depicting a portion of an injection circuit of a system for improving fuel efficiency of an internal combustion engine in accordance with an embodiment of the present disclosure;
FIG. 2 illustrates a schematic representation of a system for improving fuel efficiency of the internal combustion gasoline engines, in accordance with an embodiment of the present disclosure;
FIG. 3 illustrates a schematic representation of the system of FIG. 2 for improving fuel efficiency of an internal combustion gasoline engine, depicting the flow of air-fuel mixture during vehicle acceleration;
FIG. 4 illustrates a schematic representation of the system of FIG. 2 for improving fuel efficiency of an internal combustion gasoline engine, depicting the flow of air-fuel mixture and flow of air through the injection circuit during vehicle deceleration condition; and
FIG. 5 illustrates a schematic representation of the system of FIG. 2 for improving fuel efficiency of an internal combustion gasoline engine, depicting the orientation at which air is injected into the intake port of the engine during vehicle deceleration in accordance with an embodiment of the present disclosure.
DETAILED DESCRIPTION
The disclosure will now be described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The description of the specific embodiments will so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
A system for improving fuel efficiency of an internal combustion engine in accordance with the present disclosure will now be explained with reference to the figures with the key components being referenced generally by numerals as indicated in the accompanying drawing.
In accordance with the embodiments of the present disclosure, a system for improving fuel efficiency of the internal combustion gasoline engines is disclosed, wherein the system improves fuel efficiency of the internal combustion gasoline engines by inducing a lean burn combustion in the throttle regulated internal combustion gasoline engines during deceleration of the engine.
FIG. 1 illustrates a cross-sectional view of an intake system, depicting a portion of an injection circuit of a system for improving fuel efficiency of an internal combustion engine (hereinafter referred to as system 100), in accordance with an embodiment of the present disclosure. Referring to FIG 1, there is provided an internal combustion engine E, hereinafter simply called an engine, having an intake port 102, a cylinder 104, and an exhaust port 106. The intake port 102 is defined by a passage having its ends 102A and 102B, disposed in between an intake manifold (not shown) and a valve face (not shown). The end 102A of the intake port 102 adjoining the intake manifold will hereinafter be called the manifold end 102A. The end 102B of the intake port 102 adjoining a valve face (not shown) will hereinafter be called the valve end.
FIG. 2 illustrates a schematic representation of the system 100 comprising an injection circuit 108 that is connected to and in fluid communication with an intake port 102 of the internal combustion engine E.
In accordance with an embodiment of the present disclosure, the injection circuit 108 comprises:
- a first intake path 110 configured to facilitate a supply of air-fuel mixture to an intake port 102 of the engine E, when the engine is accelerating; and
- a second intake path configured to facilitate a selective supply of air into the intake port via an auxiliary air inlet 122, such that the air is injected into the intake port at a pre-determined orientation and from a pre-determined distance from the manifold end 102A of the intake port 102, when the engine is decelerating to dilute a rich fuel mixture being drawn into the engine.
The first intake path 110 is operational under the normal operation of the engine, i.e., when the engine is accelerating.
The second intake path 112 is operational when the engine is decelerating. The second intake path 112 facilitates a selective supply of air, into the intake port 102 when the engine is decelerating, to dilute a rich fuel mixture flowing therethrough. The second intake path 112 is configured by the assembly of the following components:
? an air filter 114;
? a first connecting pipe 116;
? a float valve 118; and
? a second connecting pipe 120.
The air filter 114 is connected to and is in fluid communication with the float valve 118 via the first connecting pipe 116. The float valve 118 is connected to and is in fluid communication with the intake port 102 of the internal combustion engine E via the second connecting pipe 120. Thus, the air filter 114 is configured to provide filtered air to the intake port 102 of the engine E.
In accordance with an embodiment of the present disclosure, the cross-sectional area of the second connecting pipe 120 is greater than that of first connecting pipe 116.
In accordance with an embodiment of the present disclosure, the float valve 118 comprises:
? a stopper 118a that is disposed inside a portion of the second connecting pipe 120 adjacent to the first connecting pipe 116. The size of the stopper 118a is larger than that of the first connecting pipe 116 but smaller than that of the second connecting pipe 120; and
? a spring 118b is disposed inside the second connecting pipe 120 between the stopper 118a and a retaining element 118c. The spring 118b exerts a force on the stopper 118a to block the end of first connecting pipe 116, such that the stopper 118a together with the spring 118b constitutes a valve like configuration.
FIG. 3 illustrates a schematic representation of the system 100 of FIG. 2, depicting the flow of air-fuel mixture via the first intake path 110, during engine acceleration. Particularly, FIG. 3 depicts the flow of air-fuel mixture during vehicle acceleration when a throttle (not shown in the figure) in the carburetor is open and the pressure difference between the intake port 102 and air filter 114 is low.
During the acceleration of the engine, spring 118b exerts a force on stopper 118a to block an end of the first connecting pipe 116, thereby restricting fluid communication between the air filter 114 and the intake port 102. More specifically, the spring 118b retains the stopper 118a in a configuration such that the end of the first connecting pipe 116 remains closed, thereby closing the second intake path 112.
The second intake path 112 remains inoperative during vehicle acceleration, thereby allowing the flow of the fuel rich mixture from the carburetor to be directed into the combustion chamber, which helps in increasing the RPM of the engine rapidly, and hence, results in prompt vehicle acceleration.
FIG. 4 illustrates a schematic representation of the system 100 of FIG. 2, depicting the flow of air-fuel mixture and flow of air through the second intake path 112, during engine deceleration, wherein the throttle in the carburetor is closed and the pressure difference between the intake port 102 and air filter 114 is high, resulting in a reduced pressure zone or vacuum between the air filter 114 and the intake port 102. More specifically, the pressure at the intake port is reduced due to the combination of closing of the throttle of the carburetor and the suction stroke of the engine E, thereby restricting the flow of air to the intake port 102 and triggering the formation of a low-pressure zone therein. The spring 118b is compressed owing to the pressure difference between the intake port 102 and the air-filter 114, thereby opening the float valve 118 and allowing fluid communication between the air filter 114 and the intake port 102. More specifically, the compression of the spring 118b allows the stopper 118a to fall on to the spring 118b such that the end of the first connecting pipe 116 is opened and the fluid communication between the air filter 114 and the intake port 102 is established.
Because of the formation of a low-pressure zone or vacuum, air is drawn from the surrounding through the air filter 114 into the intake port 102 through the first connecting pipe 116, the float valve 118, and the second connecting pipe 120. As such, the second intake path 112 is operated without the use of any auxiliary actuation means. The air that is drawn inside tends to dilute the fuel rich mixture by converting it into a lean air-fuel mixture before it is directed into the combustion chamber of the engine.
Thus, the second intake path 112 remains operative during the deceleration of the vehicle and allows additional air to be injected through the intake port 102.
In accordance with the embodiments of the present disclosure, the shapes of the stopper 118a and that of the end of the first connecting pipe 116, near which the stopper 118a is disposed, are complementary to each other such that the stopper 118a restricts the flow of air when the stopper 118a engages with the end of the first connecting pipe 116.
In accordance with the embodiments of the present disclosure, the shape of the stopper 118a may be a shape chosen from the group consisting of ogive, conical, cylindrical, spherical, geometric configurations, and non geometric configurations, subject to the condition that the stopper 118a is capable of restricting and allowing air flow between air filter 114 and the intake port 102.
FIG. 5 illustrates a schematic representation of the system 100 of FIG. 2, depicting the orientation at which air is injected into the intake port 102 of the engine during vehicle deceleration in accordance with an embodiment of the present disclosure. The second connecting pipe 120 is in fluid communication with the intake port 102 via an auxiliary air inlet 122 that terminates in the intake port 102. As shown in FIG.5, the intake port 102 defines a first axis 102C and said auxiliary air inlet defines a second axis 122A. In an embodiment, the second axis 122A is inclined with respect to the first axis 102C by an angle (Y) ranging between 20 degrees and 160 degrees. The point of injection A of the auxiliary air inlet is spaced apart, by a distance (X), from a point B on the first axis 102C defined at a valve end of the intake port 102, such that a volume of the intake port 102 operatively between the auxiliary air inlet 122 and the valve end 102B of the intake port 102 is less than twice the swept volume of the engine. The orientation as well as the location of the auxiliary air inlet 122 for injection of air into the intake port 102 is optimized by experimentation, for different vehicles, to effectively dilute the rich fuel mixture, thereby converting the mixture into an air-fuel mixture before being finally introduced into the combustion chamber of the engine.
The present disclosure is further illustrated herein below with the help of the following examples. The examples used herein are intended merely to facilitate an understanding of the ways in which the embodiments herein may be practiced and to further enable those skilled in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the disclosure.
An experiment was conducted in accordance with the Indian Driving Cycle (IDC) for motor-cycle as per type approval (TAP) as prescribed by the Ministry of Surface Transport, India, on an engine having a swept volume of 110cc. It was observed that, for the value of the distance X being 75mm and the value of the angle Y being 135 degrees, the fuel economy of the engine was improved by 2km/litre as compared to an engine in which the system of the present disclosure was not deployed.
The system 100 of the present disclosure facilitates an efficient and complete combustion of fuel within the combustion chamber, thereby reducing the formation of the hazardous by-products such as hydrocarbons and oxides of nitrogen and carbon. Furthermore, as explained previously, the system 100 is actuated by the formation of pressure difference between the injection circuit and the intake port. As such, the system 100 does not require any additional external actuation means for the actuation thereof.
TECHNICAL ADVANCES AND ECONOMICAL SIGNIFICANCE
The present disclosure described herein above has several technical advantages including, but not limited to, the realization of:
? a system inducing lean burn combustion during vehicle deceleration condition;
? better fuel economy;
? control the flow of air into the intake port efficiently and precisely;
? reduction of hydrocarbons and carbon monoxide emission;
? supply of additional air into the intake port without requiring any external actuation source or complex mechanisms;
? a lean burn combustion inducer system with simple construction;
? improved combustion of fuel; and
? a reliable lean burn combustion inducer system.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:1. A system for improving fuel economy of an internal combustion engine, said system comprising:
- an injection circuit that includes:
• a first intake path configured to facilitate a supply of air-fuel mixture to an intake port of the engine, when the engine is accelerating; and
• a second intake path configured to facilitate a selective supply of air into the intake port via an auxiliary air inlet, said intake port defining a first axis and said auxiliary air inlet defining a second axis, said second axis being inclined to said first axis by an angle (Y) ranging between 20 degrees and 160 degrees, and said auxiliary air inlet being spaced apart from a valve end of said intake port by a distance (X) such that a volume of said intake port operatively between said auxiliary air inlet and said valve end of said intake port is less than twice a swept volume of said engine, when said engine is decelerating to dilute a rich fuel mixture being drawn into said engine.

2. The system as claimed in claim 1, wherein said distance (X) is 75 mm for an engine having a swept volume of 110 cc.

3. The system as claimed in claim 1 or claim 2, wherein said angle (Y) is 135 degrees for the engine having a swept volume of 110 cc.

4. The system as claimed in claim 1, wherein said second intake path is configured by the assembly of:
- an air filter configured to provide filtered air to the intake port of the engine; and
- a float valve in fluid communication with:
o said air filter via a first connecting pipe; and
o with the intake port via a second connecting pipe, wherein said float valve is configured to restrict an air flow from said air filter to the intake port when the vehicle is accelerating and allow the air flow from said air filter to the intake port when the vehicle is decelerating.

5. The system as claimed in claim 2, wherein said second connecting pipe is in fluid communication with said intake port via said auxiliary air inlet that terminates in the intake port.

6. The system as claimed in claim 2, wherein said float valve comprises:
- a stopper disposed inside a portion of said second connecting pipe adjacent to said first connecting pipe;
- a retaining element disposed within said second connecting pipe proximal to said stopper;
- a spring disposed operatively between said stopper and said retaining element within said second connecting pipe, wherein:
o during acceleration, said spring exerts a force on said stopper to block an end of said first connecting pipe, thereby restricting fluid communication between said air filter and the intake port; and
o during deceleration, said spring is compressed owing to the pressure difference between the intake port and said air-filter, thereby opening said float valve and allowing fluid communication between said air filter and the intake port.

7. The system as claimed in claim 2 or claim 4, wherein a cross sectional area of said second pipe is greater than a cross sectional area of said first pipe.

8. The system as claimed in claim 4, wherein said stopper has a shape chosen from a group consisting of ogive, conical, cylindrical, geometric configurations, and non geometric configurations.