Apparatus with ultrasound system for converting liquid fuel into a mist in a combustion engine, and system for operating the apparatus

Abstract

The present invention patent application describes equipment with an ultrasonic system for converting liquid fuel into mist in a combustion engine, whose field of application is electromechanical and environmental engineering. The equipment that motivates the present invention patent application, comprises, internally, main components, thus determined: - Microprocessed electronic board (1) for managing equipment routines; - Injection nozzle (2) IWP 065 Magnet Marelli; - Air inlet filter set (3); - Buoy support for level reading (4); - Stainless steel buoy (5) for level reading; - Ultrasonic bushing (6); - Ultrasonic piezoelectric transducer (7) 1.7 MHZ; - Atomized fuel outlet diffuser (8); - Fuel mist outlet (9); - Inlet of liquid fuel (10) coming from the tank; - Battery positive wire (11) - red; - Negative signal wire (12) connected to the engine injection nozzle - white; - Battery negative wire (13) - black.

Description

INVENTION FIELD

[0001] The present invention patent application describes equipment with an ultrasonic system for converting liquid fuel into mist in a combustion engine, whose field of application is electromechanical and environmental engineering.BRIEF INTRODUCTION

[0002] Increasingly stringent environmental legislation is driving the adoption of methods and technologies aimed at optimizing the performance of internal combustion engines. At the same time, government initiatives encourage the use of renewable fuels to mitigate emissions of gases responsible for global warming. Over the decades, the quest to reduce pollutant emissions, reduce fuel consumption and increase vehicle performance has generated major technological transformations in the automotive sector, such as the downsizing of engines. This current trend among automakers around the world aims to achieve greater thermal efficiency of engines. The inclusion of the equipment of this invention increases the reactivity of the mixture, through an ultrasonic system, which converts the liquid fuel into mist, improving ignition conditions and flame propagation increasing its efficiency.PRIOR ART

[0003] In the current prior art, document BR 11 2015 021304 9 A2, published on 07 / 18 / 2017, under the title of LOCALIZED ENERGY CONCENTRATION, which essentially refers to methods and apparatus for producing very high localized energies. It relates specifically, though not exclusively, to the generation of sufficiently high localized energies to generate a nuclear fusion.

[0004] The development of fusion power has been an area of massive investments of time and money for many years. Such investment was largely centered on the development of a large-scale fusion reactor, at great cost. However, there are other theories that predict much simpler and less expensive mechanisms to create fusion. Of interest in this document is the concept of "internal confinement fusion" umbrella, which uses mechanical forces (such as shock waves) to concentrate and focus energy in very small volumes.

[0005] A large part of the potential reliance on alternative methods of melting internal confinement comes from observations of a phenomenon called sonoluminescence. This occurs when a liquid containing appropriately sized bubbles is triggered with a specific ultrasonic frequency. The pressure wave causes the bubbles to expand and then collapse very violently; a process often called inert cavitation. The rapid collapse of the bubble leads to a non-equilibrium compression that causes the contents to heat up to a certain point where it emits light [Gaitan, D. F., Crum, L. A., Church, C. C., and Roy, R. A., Journal of the Acoustical Society of America, 91(6), 3,166 to 3,183 June (1992)]. There have been several efforts to intensify such a process and one group claimed to observe fusion [Taleyarkhan, R. P., West, C. D., Cho, J. S., Lahey, R. T., Nigmatulin, R. I., and Block, R. C., Science, 295(5561), 1,868-1,873 March (2002)]. However, the observed results have not yet been validated or replicated, despite substantial effort [Shapira, D. and Saltmarsh, M., Physical Review Letters, 89(10), 104302 September (2002)]. This is not the only proposed mechanism that has led to luminescence from bubble collapse; however, it is the most documented. Luminescence was also observed from a bubble that collapsed through a strong shock wave [Bourne, N. K. and Field, J. E., Philosophical Transactions of the Royal Society of London Series A-Mathematical Physical and Engineering Sciences, 357(1751), 295 to 311 February (1999)]. It is such a second mechanism, i.e. the collapse of a bubble with the use of a shock wave, to which the present invention relates.

[0006] It has been proposed in the document in U.S. 7445319 to shoot spherical droplets of water moving at a very high speed (~ 1 km / s) to a rigid target to generate an intense shock wave. Such a shock wave can be used to accomplish the collapse of bubbles that have been nucleated and subsequently expanded into the droplet. It is within the collapse bubble that the above-mentioned patent expects fusion to occur. The mechanism of shock wave generation through high-speed droplet impact on a surface has been studied experimentally and numerically in the past and is well documented (including a work by one of the inventors of the present patent, [Haller, K. K., Ventikos, Y., Poulikakos, D., and Monkewitz, P., Journal of Applied Physics, 92(5), 2,821-2,828 September (2002)]). The present invention differs from US 7445319, although the fundamental mechanisms are similar, because it does not utilize a high-speed droplet impact.

[0007] The present invention aims to provide alternatives to the aforementioned techniques and may also present other applications. When viewed from a first aspect, the invention provides a method for producing a localized concentration of energy characterized by creating a shock wave that propagates through a non-gaseous medium so as to be incident on a boundary between the non-gaseous medium and a gaseous medium formed by at least one orifice in a barrier separating the non-gaseous medium from a gaseous medium, thereby forming a transverse jet on the other side of the hole that is incident on a target surface comprising a recess that is spaced from the barrier in the gaseous medium.

[0008] Embodiments of the invention can be used to create very high concentrations of energy by creating a jet of non-gaseous medium that compresses a volume of gaseous medium against a target surface. Due to the very high concentrations of energy in the trapped bubble and the adjacent target surface, damage to the target surface will be an inevitable result. In some embodiments of the invention, for example, those in which the target surface includes a fuel for nuclear fusion or reactants for a chemical reaction, damage to the target surface is intended. If the invention is used for such purposes in order to obtain a sustainable reaction, repeated impacts at a high repetition rate are desirable. However, it will be apparent that for repeated impacts of the jet on the target surface, specifically when the target surface is damaged through an impact, the target surface must be rapidly replaced. Separation of the barrier and the target surface makes it possible, specifically due to the fact that the target surface is not in contact with any of the non-gaseous medium with the exception of when the shock wave propagates.OBJECTIVES OF THE INVENTION

[0009] The objective of the present invention is to propose an equipment whose operation, unlike the prior art, allows discussing the results obtained in laboratory tests, evaluating its performance and impact on combustion parameters, fuel consumption and emissions, aiming to mitigate the emission of gases responsible for global warming.ABOUT THE EQUIPMENT OF THE INVENTION

[0010] The equipment according to this patent application comprises a device designed to improve air-fuel mixing in vehicles with combustion engines, improving performance and consequently providing fuel economy. This equipment is compatible with flex type vehicles.

[0011] Technically, the invention comprises a device consisting of a plastic case made of ABS HH112 (Acrylonitrile Butadiene Styrene), a plastic widely used in the automotive industry due to its mechanical strength, impact resistance, and dimensional stability, among other advantageous characteristics.

[0012] With respect to the body of the equipment of the invention, it is manufactured with a SAE 305 aluminum alloy, equivalent to the A413.0 alloy, according to the AA standard. This alloy, like other aluminum-silicon (Al-Si) alloys, has a moderately high thermal conductivity and is used as a heat sink in the ultrasonic circuit. Compared to high purity aluminum alloys, such as the 1000 series, which have the highest thermal conductivity among aluminum alloys, Al-Si alloys may have a slightly reduced thermal conductivity due to the presence of silicon. This is an aspect that may be the subject of future improvements to optimize the thermal efficiency of the equipment of the invention, especially considering applications that require an even more efficient heat transfer.

[0013] The use of the system of the invention for diesel engines can be described in a relevant way in two situations: acting as a Decarbonization and Emission Reduction System. Decarbonization System:

[0014] Carbonization is a common problem in diesel engines, resulting from the accumulation of fuel and oil residues in the internal parts of the engine. These deposits can clog essential components such as valves, pistons, and combustion chambers. By using a decarbonizing additive specific to the system of the invention, the product is atomized and mixed with air, preparing the combustion chamber for the burning of the diesel. This prevents engine charring, improves engine performance, reduces fuel consumption and lowers pollutant emissions.Emission Reduction:

[0015] ARLA 32, Automotive Liquid Reducing Agent, is an aqueous solution composed of 32.5% high purity technical urea in demineralized water, according to NBR ISO 22.241. In current systems, this solution is injected into the exhaust system by means of an injection nozzle controlled by a module. The system of the invention replaces the injector nozzle where it atomizes the solution, breaking it into smaller particles before being injected into the exhaust. In this way, the fine particles combine with the gases resulting from the burning of diesel, improving the chemical reaction and contributing directly to the reduction of pollutant emissions from the engines.

[0016] The use of the system of the invention for ethanol-powered engines can be described in a relevant way in two situations: Cold Start System and Steam Ethanol Reformer. Cold Start System:

[0017] Ethanol is a volatile, low-density substance but has difficulty vaporizing at temperatures below 10°C. The fuel needs to enter the combustion chamber in gaseous form, but at low temperatures, it ends up being injected as a liquid. This makes it difficult to start flex car engines, increasing fuel consumption and, consequently, emissions in this condition.

[0018] In the system according to the invention, even at low temperatures, it manages to atomize the ethanol, transforming it into a gas to be admitted into the combustion chamber. This results in reduced start-up time, reduced fuel consumption and reduced emissions of polluting gases.Steam Ethanol Reformer:

[0019] The production of hydrogen from ethanol can be performed from different techniques, in the case mentioned we will only deal with the ethanol steam reforming process as described in Fig. 6A.

[0020] Thus, Vaporization is a high temperature endothermic step in which ethanol is converted into a mixture of gases. The system of the invention can contribute to a more efficient vaporization.ADVANTAGES OF THE INVENTION

[0021] Advantages of the invention may be considered: Reduction of the emission of pollutants, in relation to the systems of the prior art; Increased reactivity of the mixture; Improvement of ignition conditions and flame propagation; Increased efficiency. GENERAL DESCRIPTION OF THE INVENTION

[0022] The equipment that motivates the present invention patent application, comprises, internally, main components, thus determined: Microprocessed electronic board (1) for managing equipment routines; Injection nozzle (2) IWP 065 Magnet Marelli; Air inlet filter set (3); Buoy support for level reading (4); Stainless steel buoy (5) for level reading; Ultrasonic bushing (6); Ultrasonic piezoelectric transducer (7) 1.7 MHZ; Atomized fuel outlet diffuser (8); Fuel mist outlet (9); Inlet of liquid fuel (10) coming from the tank; Battery positive wire (11) - red; Negative signal wire (12) connected to the engine injection nozzle - white; Battery negative wire (13) - black. DESCRIPTION OF DESIGNS

[0023] The invention will be described below in all its details, and, for better understanding, references will be made to the accompanying drawings, in which they are represented: Fig. 1: Perspective view of the equipment that is the subject of the invention; Fig. 2: View illustrating the main internal components of the equipment of the invention; Fig. 3: Exploded perspective view of the equipment of the invention; Fig. 4: Perspective view of the equipment of the invention with the top box removed; Fig. 5: Perspective view of the equipment of the invention with interface; Fig. 6: Illustrates schematic view of the installation diagram of the equipment of the invention; Fig. 6A: Flowchart showing the ethanol steam reforming process; Fig. 7: Graphs showing the specific fuel consumption for the original DI gasoline engine, with one and two equipment of the invention (generically called "okoflex"), at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 8: Graphs showing the specific fuel consumption for the original PFI gasoline engine, with one and two equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 9: Graphs showing specific carbon dioxide (CO 2 ) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 10: Graphs showing specific carbon dioxide (CO 2 ) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 11: Graphs showing specific carbon monoxide (CO) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 12: Graphs showing specific carbon monoxide (CO) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 13: Graphs showing specific unburned total hydrocarbon (THC) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 14: Graphs showing specific unburned total hydrocarbon (THC) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 15: Graphs showing specific nitrogen oxides (NOx) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 16: Graphs showing specific nitrogen oxides (NOx) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 17: Graphs showing combustion efficiencies for the original DI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 18: Graphs showing combustion efficiencies for the original PFI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 19: Graphs of combustion duration for the original DI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 20: Graphs of combustion duration for the original PFI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 21: Graphs of specific fuel consumption for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 22: Graphs of specific fuel consumption for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 23: Graphs of specific carbon dioxide (CO2) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 24: Graphs of specific carbon dioxide (CO2) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 25: Graphs of specific carbon monoxide (CO) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 26: Graphs of specific carbon monoxide (CO) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 27: Graphs of specific unburned total hydrocarbon (THC) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 28: Graphs of specific unburned total hydrocarbon (THC) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 29: Graphs of specific nitrogen oxide (NO X ) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 450mm; Fig. 30: Graphs of specific nitrogen oxide (NO X ) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 450mm; Fig. 31: Graphs showing combustion efficiencies for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 32: Graphs showing combustion efficiencies for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 33: Graphs showing combustion durations for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 34: Graphs showing combustion durations for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm;

[0024] The EQUIPMENT WITH AN ULTRASONIC SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE AND EQUIPMENT OPERATING SYSTEM, the subject of this patent application, comprises equipment (E) supplied in a plastic box (C1) made of ABS HH112 - Acrylonitrile Butadiene Styrene -, consisting of a lower box (C2) and an upper box (C3), while the body of the equipment (C4) is made of SAE 305 aluminum alloy, equivalent to alloy A413.0, in accordance with AA standards. This alloy, like other aluminum-silicon (Al-Si) alloys, has a moderately high thermal conductivity and is used as a heat sink in the ultrasonic circuit. Compared to high purity aluminum alloys, such as the 1000 series, which have the highest thermal conductivity among aluminum alloys, Al-Si alloys may have a slightly reduced thermal conductivity due to the presence of silicon. This is an aspect that may be the subject of future improvements to optimize the thermal efficiency of the equipment of the invention, especially considering applications that require an even more efficient heat transfer.

[0025] As shown in Fig. 2, the internal part of the equipment subject to the invention comprises a microprocessed electronic board (1) for managing equipment routines, an injector nozzle (2) IWP 065 Magnet Marelli, an air inlet filter assembly (3), a buoy holder for level reading (4), a stainless steel buoy (5) for level reading, an ultrasonic bushing (6), an ultrasonic piezoelectric transducer (7) 1.7 MHZ, an atomized fuel outlet baffle (8), a fuel mist outlet (9), a liquid fuel inlet (10) coming from the tank, a positive battery wire (11) - red, a negative signal wire (12) connected to the engine injector nozzle - white, a negative battery wire (13) - black.

[0026] Fig. 3 shows the equipment of the invention in exploded view, where the body (C4) of the equipment (E) is visualized, as well as the microprocessed control board (1), screws (P1) with predetermined characteristics and respective receiver holes (P2), being shown the ultrasonic assembly (6) with piezoelectric transducer (7), in addition to the mounting base (B1) of the injector nozzle (2), where an extender (P3) is projected; at the most extreme part is a connection (C5), which is the fuel mist outlet (9), acting next to the atomized fuel outlet baffle (8); this image also shows the lower box (C2) and the upper box (C3), as well as a self-locking hex nut (14).

[0027] Fig. 6 illustrates a schematic view of the installation diagram of the equipment (E) of the invention, where the equipment (E) can be seen, where the negative (12) and positive (11) wires connect to the battery (B2), and the engine (M) is also shown with injection nozzles (2) that connect the negative signal wire (12), air intake (EA), the fuel tank (TC), and between the engine (M) and fuel tank (TC) is the bypass of the fuel line (D1), which connects to the equipment (E), according to line (L1).

[0028] Technically, between the signal input of the negative signal wire (12) and the electronic board (1) of the equipment (E), there is a photocoupler responsible for the electrical isolation between the injector nozzle (2) of the vehicle and the operating system of the equipment (E). This component prevents impedance decompensations and ensures that there is no interference in the management of the vehicle's ECU (Electronic Control Unit).

[0029] Thus, when there are electrical signals (pulses) on the negative signal wire (12), the algorithm embedded in the microcontroller calculates the RPM of the motor (M). If the rpm is greater than zero and the equipment reservoir (E) is empty, the injection nozzle (2) is actuated via PWM to fill the reservoir. When the buoy signal goes to high level, it indicates that the fuel level is adequate.

[0030] When the fuel level is adequate, the boost converter DC-DC circuit is activated to raise the car battery voltage from about 14.8V to 40V. This is the output voltage required to drive the high-frequency ultrasonic circuit. When the ultrasonic is activated at that instant the liquid fuel is transformed into mist, this mist is aspirated into the engine cylinders (M). The ultrasonic drive and its power depend on the RPM map, which can be calibrated in the Equipment (E) of the invention. When the injector nozzle (2) of the vehicle is cut-off, the atomization is stopped immediately, following the duration of the cut-off.

[0031] The equipment (E) will be switched off if there is no engine RPM (M) and, when this condition remains for more than 60 (sixty) seconds.

[0032] The equipment operating system (E) of the invention incorporates essential safety routines to ensure a high level of operational safety. If the filling time exceeds the preprogrammed time, the system is deactivated immediately. In addition, there is continuous monitoring of the injector nozzle current (2); if the detected current is outside the nominal range, the system is switched off and corresponding error codes are generated. The system also monitors the internal temperature of the Equipment (E); if the temperature exceeds 100 degrees Celsius, the system is shut down immediately and an error code is recorded.

[0033] It should be clarified that all electronic components mounted on the plate (1) are parts designed for automotive applications, ensuring resistance to high temperatures.

[0034] Nevertheless, according to Fig. 5, in order to improve the integration of the Equipment (E) with the vehicle ECU, it is possible to use a wireless scanner via the vehicle OBD2 interface to read some standard OBD-II PIDs, as defined by SAE J1979, available on the vehicle CAN network. It is important to note that not all vehicles support all standard PIDs and there may be manufacturer-defined custom PIDs that are not included in the standard OBD-II. In this sense, the following properties can be highlighted: Fuel status; Calculated engine load; Cooling system temperature; Engine speed RPM; Fuel type; Custom, etc.

[0035] Before describing the installation process of the equipment (E), it is worth mentioning some technical characteristics of the same, namely: a) Fuel storage capacity in the tank: ≈ 40 ml; b) Atomization capacity: Ethanol ≈ 350ml / h; Gasoline ≈ 480ml / h; c) Electrical characteristics: Supply voltage from 11v to 15v; Stand-by current 50ma; d) Maximum supported pressure in the inlet line: ≈ 3.7bar.

[0036] Installation of the equipment (E) requires the following steps: 1) Attach the equipment (E) with strap or bracket: Next to the body of the butterfly; Avoid high temperature regions; 2) Connect the fuel line: Crimp the clamp; Check for possible leaks; 3) Connect the atomized fuel outlet hose: Avoid 'siphon' effect so as not to create film; 4) Connect negative signal wire (12) of the vehicle injection nozzle; Correctly check the signal wire connection; 5) Connect the power supply cables directly to the battery (B2); Correctly check polarity; Connect the negative wire first and then the positive wire.

[0037] After the correct installation in the vehicle, the green LED of the equipment (E) starts flashing, starting its routines automatically.TESTS FOR EQUIPMENT EVALUATION (E)

[0038] The equipment (E) that is the subject of this invention was subjected to a series of tests, which will be described below.

[0039] Test type: Engine test on bench dynamometer.

[0040] Objectives: Evaluation of equipment performance (E) on combustion parameters and fuel consumption and emissions levels.TEST MATERIALS

[0041] In the tests, a benchtop engine was used to evaluate both direct and indirect fuel injection. Table 1 presents a summary of the engine used and the types of test performed. Table 1 - Engine type and testEngine Engine Ford Ecoboost 1.0 literApplication New Fiesta 2017Number of Cylinders 3Tipo de Injection Direct - DI (original)Indirect - PFI (adapted)Admission of air TurbochargedFuel EthanolGasolineType of Test Bench dynamometer

[0042] Tests were conducted using hydrated ethanol and regular gasoline (containing 27% ethanol), both purchased commercially at the same gas stations for all tests. Table 2 shows the density of the fuels used, measured prior to the experimental tests. It is important to highlight that for the comparative tests of the benchtop equipment, direct injection, ethanol, fuels from the same batch were always used. Table 2 - Measured density for fuels used in the testTest Engine Fuel Measurement Density (g / cm 3< ) Temperature (°C) DI Benchtop EngineFordEthanol0.802524EcoboostGasoline0.743024PFI Benchtop EngineFordEthanol0.803030EcoboostGasoline0.736525

[0043] In the bench dynamometer, the engine operating parameters such as ignition angle, air-fuel ratio, injection angle, fuel pressure, turbocharger pressure control, phase of the intake and exhaust commands are controlled by a programmable Engine Control Unit (ECU), model MS6.3 from Bosch. This ECU also performs the signal conditioning of the Bosch LSU 4.9 broadband lambda probe to read the air-fuel ratio. The engine was equipped with K-type thermocouples to measure coolant, oil, exhaust gas temperatures before and after the turbine, intake temperature at the port, air temperatures before and after the air-water heat exchanger. MPX5700AP pressure transducers pick up pressure signals at the intake before and after the air-water heat exchanger as well as at the exhaust before and after the turbine.

[0044] Ambient conditions within the test cell, atmospheric pressure, temperature and humidity, are monitored by a VAISALA HMT330 unit. The pressure indication system utilizes an AVL GH14D piezoelectric transducer in conjunction with a 3600-pulse incremental encoder to reference the angular position of the crankshaft using the AVL IndiMicro system 602. Real-time monitoring of data is performed through the AVL Indicom software. Load and rotation are controlled by the DynoPerform 240 AVL dynamometer. The torque is measured via an HBM torque flange T40B. For fuel consumption measurement, a Proline Promass A 300 Coriolis flow meter was used. Emissions data are obtained by the AVL Sesam i60 FTIR gas analyzer and converted to specific emissions (g / kWh) following the CFR40 standard.

[0045] All sensors and actuators of the test cell are integrated into the AVL PUMA system, using FEMs acquisition boards via CAN or Ethernet network, ensuring complete control and data acquisition of the system.TEST METHOD

[0046] As shown, bench dynamometer tests were performed, so for each engine test the following conditions were evaluated: Original fueled with gasoline; With equipment (E) from the invention "Okoflex" based on gasoline; Original fueled with ethanol; With equipment (E) of the invention "Okoflex" based on ethanol. ENGINE TESTS ON BENCH DYNAMOMETER

[0047] The Ford Ecoboost engine was evaluated at 1500rpm, 3000rpm and 4500rpm, under average effective axle pressure (BMEP) conditions of 2.0 bar, 6.0 bar, 10.0 bar and 15.0 bar, when with direct injection (DI), or 2.0 bar, 6.0 bar, 9.0 bar and 11.5 bar when with indirect injection (PFI). Under these conditions, parameters of performance, consumption, combustion and emissions were investigated. The ignition instant was determined in order to maintain the combustion phasing, an angle corresponding to the burning of 50% of the combustible air mixture, at 10° after the top dead center (DPMS), except when detonation occurred that prevented the use of optimal advancement. Under all conditions, it was operated with stoichiometric mixing (λ=1). Originally the fuel injection of the Ford Ecoboost engine is direct injection (DI), with pressure in the order of 100 bar. For comparative tests on the same hardware, a flange was developed, which allowed the installation of Marelli IWP 001 indirect injection injectors in the intake gantry (PFI, port fuel injection).

[0048] Exclusively in the bench dynamometer tests, in addition to the tests with the original engine and with an atomizer module according to the equipment (E) "Okoflex", conditions were also evaluated with two (2) atomizer modules of the equipment (E) "Okoflex". The values to be presented in the results refer to the average of a triplicate of measurements.TEST RESULTS

[0049] The results are categorized according to the type of DI engine, PFI and type of fuel used, each presenting its specifications as described in the methods.

[0050] Fig. 7 shows the specific fuel consumption for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0051] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation. At 1500 rpm, these corrections ranged from 2% to 43%, being most notable at the lowest loads. Specific fuel consumption decreased under all conditions with the use of the inventive equipment (E), with greater reduction observed at lower loads.

[0052] Fig. 8 shows specific fuel consumptions for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0053] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation. Being most notable at the lowest loads. The specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with greater reduction observed at lower loads.

[0054] Fig. 9 shows specific emissions of carbon dioxide (CO2) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0055] Just as the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in CO 2 emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two pieces of equipment (E) of the invention are in simultaneous use, especially at low revolutions and loads.

[0056] Fig. 10 shows specific emissions of carbon dioxide (CO2) for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0057] Likewise, there is a decrease in carbon dioxide (CO 2 ) emissions under all conditions, with greater impact when two pieces of equipment (E) of the invention are used simultaneously, especially at low revolutions and loads.

[0058] Fig. 11 shows specific emissions of carbon monoxide (CO) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0059] There was a reduction in carbon monoxide (CO) emissions in almost all conditions, with the exception of an increase observed in the 1500 RPM and 6 bar condition, possibly due to an incorrect adjustment of the lambda point in that condition. In general, it can be seen that the smallest reductions occurred at low revolutions and loads when two pieces of equipment (E) of the invention were used simultaneously.

[0060] Fig. 12 shows specific emissions of carbon monoxide (CO) for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0061] A reduction in carbon monoxide (CO) emissions is observed under all conditions, being more expressive at 3000 RPM with 6 bar BMEP.

[0062] Fig. 13 shows specific emissions of total unburned hydrocarbons (THC) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0063] The greatest reduction in hydrocarbons (HC) occurs at low loads and revolutions, while in the other conditions no significant differences were observed.

[0064] Fig. 14 shows specific emissions of unburned total hydrocarbons (THC) for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0065] The greatest reduction in hydrocarbons (HC) occurs at low loads and revolutions, while in the other conditions no significant differences were observed.

[0066] Fig. 15 shows specific emissions of nitrogen oxides (NOx) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0067] With the use of the equipment (E) of the invention, an increase in nitrogen oxides (NOx) was observed, especially at lower revolutions between 1500RPM to 3000RPM.

[0068] Fig. 16 shows specific emissions of nitrogen oxides (NOx) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0069] With the use of the equipment (E) of the invention, an increase in nitrogen oxides (NOx) was observed, under all conditions.

[0070] Fig. 17 shows combustion efficiencies for the original engine, DI gasoline, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0071] Combustion efficiency has increased, especially at 1500 RPM and low loads.

[0072] Fig. 18 shows combustion efficiencies for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0073] Combustion efficiency increased, especially at 1500 RPM for all loads tested.

[0074] Fig. 19 shows combustion durations for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0075] No major changes in combustion durations were observed for the tested conditions.

[0076] Fig. 20 shows combustion durations for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0077] A decrease in combustion durations was observed, especially at lower revolutions and loads.

[0078] Fig. 21 shows specific fuel consumptions for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0079] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation being most notable at the lowest loads. The specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with greater reduction observed at lower loads.

[0080] Fig. 22 shows specific fuel consumptions for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0081] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation being most notable at 1500RPM and lower loads. Specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with greater reduction at 1500RPM observed at lower loads.

[0082] Fig. 23 shows specific emissions of carbon dioxide (CO 2 ) for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0083] Just as the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in CO 2 emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two pieces of equipment (E) of the invention are in simultaneous use, especially at low revolutions and loads.

[0084] Fig. 24 shows specific emissions of carbon dioxide (CO 2 ) for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0085] Just as the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in carbon dioxide (CO 2 ) emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two pieces of equipment (E) of the invention are in simultaneous use, especially at low revolutions and loads.

[0086] Fig. 25 shows specific emissions of carbon monoxide (CO) for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0087] There was a reduction in carbon monoxide (CO) emissions, especially at 1500 rpm between 6 and 10 bar, at 3000 rpm at 2 bar, and at 4500 rpm at all loads.

[0088] Fig. 26 shows specific emissions of carbon monoxide (CO) for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0089] A reduction in carbon monoxide (CO) emissions was observed under the conditions of lower revolutions and loads.

[0090] Fig. 27 shows specific emissions of unburned total hydrocarbons (THC) for the original DI Ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0091] There was a reduction in hydrocarbons (HC) in the rotation 1500 rpm 6 bar, in the other conditions no significant differences were observed.

[0092] Fig. 28 shows specific emissions of unburned total hydrocarbons (THC) for the original PFI Ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0093] Fig. 29 shows specific emissions of nitrogen oxides (NOx) for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0094] Fig. 30 shows specific emissions of nitrogen oxides (NOx) for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0095] Fig. 31 shows combustion efficiencies for the original engine, DI ethanol, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0096] There was an increase in combustion efficiency mainly at 1500RPM in all loads.

[0097] Fig. 32 shows combustion efficiencies for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0098] There was an increase in combustion efficiency mainly at 1500RPM in all loads.

[0099] Fig. 33 shows combustion durations for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0100] No significant reduction in combustion duration was observed for all conditions tested.

[0101] Fig. 34 shows combustion durations for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0102] A reduction in combustion duration was observed for the 1500 rpm high loads condition.

[0103] Conclusively, the present report presents the results of the evaluation of the equipment (E) applied to engines with direct (DI) or indirect injection (PFI) of fuel, operating with both ethanol and gasoline in stationary bench tests. The atomized premix of the fuel with air has been shown to be effective in reducing HC emissions, as observed when comparing the original DI and PFI engines. In addition, the tests revealed that the system of the equipment (E) of the invention provides significant reductions in fuel consumption and, consequently, in carbon dioxide (CO 2 ) emissions under all evaluated conditions.

[0104] The results also highlighted significant improvements in reducing carbon monoxide (CO) emissions, especially at low revolutions and loads. In all tested conditions, an increase in combustion efficiency was observed due to the improvement in the formation of the air-fuel mixture provided by the equipment (E) system of the invention. Although no substantial changes in combustion duration were recorded, the data clearly point to benefits in reducing pollutant emissions and increasing the overall efficiency of the engines analyzed.

Examples

Embodiment Construction

[0021]Advantages of the invention may be considered:

Reduction of the emission of pollutants, in relation to the systems of the prior art; Increased reactivity of the mixture; Improvement of ignition conditions and flame propagation; Increased efficiency.

GENERAL DESCRIPTION OF THE INVENTION

[0022]The equipment that motivates the present invention patent application, comprises, internally, main components, thus determined:

Microprocessed electronic board (1) for managing equipment routines; Injection nozzle (2) IWP 065 Magnet Marelli; Air inlet filter set (3); Buoy support for level reading (4); Stainless steel buoy (5) for level reading; Ultrasonic bushing (6); Ultrasonic piezoelectric transducer (7) 1.7 MHZ; Atomized fuel outlet diffuser (8); Fuel mist outlet (9); Inlet of liquid fuel (10) coming from the tank; Battery positive wire (11) - red; Negative signal wire (12) connected to the engine injection nozzle - white; Battery negative wire (13) - black.

DESCRIPTION OF DESIGNS

[0...

INVENTION FIELD

[0001] The present invention patent application describes equipment with an ultrasonic system for converting liquid fuel into mist in a combustion engine, whose field of application is electromechanical and environmental engineering.BRIEF INTRODUCTION

[0002] Increasingly stringent environmental legislation is driving the adoption of methods and technologies aimed at optimizing the performance of internal combustion engines. At the same time, government initiatives encourage the use of renewable fuels to mitigate emissions of gases responsible for global warming. Over the decades, the quest to reduce pollutant emissions, reduce fuel consumption and increase vehicle performance has generated major technological transformations in the automotive sector, such as the downsizing of engines. This current trend among automakers around the world aims to achieve greater thermal efficiency of engines. The inclusion of the equipment of this invention increases the reactivity of the mixture, through an ultrasonic system, which converts the liquid fuel into mist, improving ignition conditions and flame propagation increasing its efficiency.PRIOR ART

[0003] In the current prior art, document BR 11 2015 021304 9 A2, published on 07 / 18 / 2017, under the title of LOCALIZED ENERGY CONCENTRATION, which essentially refers to methods and apparatus for producing very high localized energies. It relates specifically, though not exclusively, to the generation of sufficiently high localized energies to generate a nuclear fusion.

[0004] The development of fusion power has been an area of massive investments of time and money for many years. Such investment was largely centered on the development of a large-scale fusion reactor, at great cost. However, there are other theories that predict much simpler and less expensive mechanisms to create fusion. Of interest in this document is the concept of "internal confinement fusion" umbrella, which uses mechanical forces (such as shock waves) to concentrate and focus energy in very small volumes.

[0005] A large part of the potential reliance on alternative methods of melting internal confinement comes from observations of a phenomenon called sonoluminescence. This occurs when a liquid containing appropriately sized bubbles is triggered with a specific ultrasonic frequency. The pressure wave causes the bubbles to expand and then collapse very violently; a process often called inert cavitation. The rapid collapse of the bubble leads to a non-equilibrium compression that causes the contents to heat up to a certain point where it emits light [Gaitan, D. F., Crum, L. A., Church, C. C., and Roy, R. A., Journal of the Acoustical Society of America, 91(6), 3,166 to 3,183 June (1992)]. There have been several efforts to intensify such a process and one group claimed to observe fusion [Taleyarkhan, R. P., West, C. D., Cho, J. S., Lahey, R. T., Nigmatulin, R. I., and Block, R. C., Science, 295(5561), 1,868-1,873 March (2002)]. However, the observed results have not yet been validated or replicated, despite substantial effort [Shapira, D. and Saltmarsh, M., Physical Review Letters, 89(10), 104302 September (2002)]. This is not the only proposed mechanism that has led to luminescence from bubble collapse; however, it is the most documented. Luminescence was also observed from a bubble that collapsed through a strong shock wave [Bourne, N. K. and Field, J. E., Philosophical Transactions of the Royal Society of London Series A-Mathematical Physical and Engineering Sciences, 357(1751), 295 to 311 February (1999)]. It is such a second mechanism, i.e. the collapse of a bubble with the use of a shock wave, to which the present invention relates.

[0006] It has been proposed in the document in U.S. 7445319 to shoot spherical droplets of water moving at a very high speed (~ 1 km / s) to a rigid target to generate an intense shock wave. Such a shock wave can be used to accomplish the collapse of bubbles that have been nucleated and subsequently expanded into the droplet. It is within the collapse bubble that the above-mentioned patent expects fusion to occur. The mechanism of shock wave generation through high-speed droplet impact on a surface has been studied experimentally and numerically in the past and is well documented (including a work by one of the inventors of the present patent, [Haller, K. K., Ventikos, Y., Poulikakos, D., and Monkewitz, P., Journal of Applied Physics, 92(5), 2,821-2,828 September (2002)]). The present invention differs from US 7445319, although the fundamental mechanisms are similar, because it does not utilize a high-speed droplet impact.

[0007] The present invention aims to provide alternatives to the aforementioned techniques and may also present other applications. When viewed from a first aspect, the invention provides a method for producing a localized concentration of energy characterized by creating a shock wave that propagates through a non-gaseous medium so as to be incident on a boundary between the non-gaseous medium and a gaseous medium formed by at least one orifice in a barrier separating the non-gaseous medium from a gaseous medium, thereby forming a transverse jet on the other side of the hole that is incident on a target surface comprising a recess that is spaced from the barrier in the gaseous medium.

[0008] Embodiments of the invention can be used to create very high concentrations of energy by creating a jet of non-gaseous medium that compresses a volume of gaseous medium against a target surface. Due to the very high concentrations of energy in the trapped bubble and the adjacent target surface, damage to the target surface will be an inevitable result. In some embodiments of the invention, for example, those in which the target surface includes a fuel for nuclear fusion or reactants for a chemical reaction, damage to the target surface is intended. If the invention is used for such purposes in order to obtain a sustainable reaction, repeated impacts at a high repetition rate are desirable. However, it will be apparent that for repeated impacts of the jet on the target surface, specifically when the target surface is damaged through an impact, the target surface must be rapidly replaced. Separation of the barrier and the target surface makes it possible, specifically due to the fact that the target surface is not in contact with any of the non-gaseous medium with the exception of when the shock wave propagates.OBJECTIVES OF THE INVENTION

[0009] The objective of the present invention is to propose an equipment whose operation, unlike the prior art, allows discussing the results obtained in laboratory tests, evaluating its performance and impact on combustion parameters, fuel consumption and emissions, aiming to mitigate the emission of gases responsible for global warming.ABOUT THE EQUIPMENT OF THE INVENTION

[0010] The equipment according to this patent application comprises a device designed to improve air-fuel mixing in vehicles with combustion engines, improving performance and consequently providing fuel economy. This equipment is compatible with flex type vehicles.

[0011] Technically, the invention comprises a device consisting of a plastic case made of ABS HH112 (Acrylonitrile Butadiene Styrene), a plastic widely used in the automotive industry due to its mechanical strength, impact resistance, and dimensional stability, among other advantageous characteristics.

[0012] With respect to the body of the equipment of the invention, it is manufactured with a SAE 305 aluminum alloy, equivalent to the A413.0 alloy, according to the AA standard. This alloy, like other aluminum-silicon (Al-Si) alloys, has a moderately high thermal conductivity and is used as a heat sink in the ultrasonic circuit. Compared to high purity aluminum alloys, such as the 1000 series, which have the highest thermal conductivity among aluminum alloys, Al-Si alloys may have a slightly reduced thermal conductivity due to the presence of silicon. This is an aspect that may be the subject of future improvements to optimize the thermal efficiency of the equipment of the invention, especially considering applications that require an even more efficient heat transfer.

[0013] The use of the system of the invention for diesel engines can be described in a relevant way in two situations: acting as a Decarbonization and Emission Reduction System. Decarbonization System:

[0014] Carbonization is a common problem in diesel engines, resulting from the accumulation of fuel and oil residues in the internal parts of the engine. These deposits can clog essential components such as valves, pistons, and combustion chambers. By using a decarbonizing additive specific to the system of the invention, the product is atomized and mixed with air, preparing the combustion chamber for the burning of the diesel. This prevents engine charring, improves engine performance, reduces fuel consumption and lowers pollutant emissions.Emission Reduction:

[0015] ARLA 32, Automotive Liquid Reducing Agent, is an aqueous solution composed of 32.5% high purity technical urea in demineralized water, according to NBR ISO 22.241. In current systems, this solution is injected into the exhaust system by means of an injection nozzle controlled by a module. The system of the invention replaces the injector nozzle where it atomizes the solution, breaking it into smaller particles before being injected into the exhaust. In this way, the fine particles combine with the gases resulting from the burning of diesel, improving the chemical reaction and contributing directly to the reduction of pollutant emissions from the engines.

[0016] The use of the system of the invention for ethanol-powered engines can be described in a relevant way in two situations: Cold Start System and Steam Ethanol Reformer. Cold Start System:

[0017] Ethanol is a volatile, low-density substance but has difficulty vaporizing at temperatures below 10°C. The fuel needs to enter the combustion chamber in gaseous form, but at low temperatures, it ends up being injected as a liquid. This makes it difficult to start flex car engines, increasing fuel consumption and, consequently, emissions in this condition.

[0018] In the system according to the invention, even at low temperatures, it manages to atomize the ethanol, transforming it into a gas to be admitted into the combustion chamber. This results in reduced start-up time, reduced fuel consumption and reduced emissions of polluting gases.Steam Ethanol Reformer:

[0019] The production of hydrogen from ethanol can be performed from different techniques, in the case mentioned we will only deal with the ethanol steam reforming process as described in Fig. 6A.

[0020] Thus, Vaporization is a high temperature endothermic step in which ethanol is converted into a mixture of gases. The system of the invention can contribute to a more efficient vaporization.ADVANTAGES OF THE INVENTION

[0021] Advantages of the invention may be considered: Reduction of the emission of pollutants, in relation to the systems of the prior art; Increased reactivity of the mixture; Improvement of ignition conditions and flame propagation; Increased efficiency. GENERAL DESCRIPTION OF THE INVENTION

[0022] The equipment that motivates the present invention patent application, comprises, internally, main components, thus determined: Microprocessed electronic board (1) for managing equipment routines; Injection nozzle (2) IWP 065 Magnet Marelli; Air inlet filter set (3); Buoy support for level reading (4); Stainless steel buoy (5) for level reading; Ultrasonic bushing (6); Ultrasonic piezoelectric transducer (7) 1.7 MHZ; Atomized fuel outlet diffuser (8); Fuel mist outlet (9); Inlet of liquid fuel (10) coming from the tank; Battery positive wire (11) - red; Negative signal wire (12) connected to the engine injection nozzle - white; Battery negative wire (13) - black. DESCRIPTION OF DESIGNS

[0023] The invention will be described below in all its details, and, for better understanding, references will be made to the accompanying drawings, in which they are represented: Fig. 1: Perspective view of the equipment that is the subject of the invention; Fig. 2: View illustrating the main internal components of the equipment of the invention; Fig. 3: Exploded perspective view of the equipment of the invention; Fig. 4: Perspective view of the equipment of the invention with the top box removed; Fig. 5: Perspective view of the equipment of the invention with interface; Fig. 6: Illustrates schematic view of the installation diagram of the equipment of the invention; Fig. 6A: Flowchart showing the ethanol steam reforming process; Fig. 7: Graphs showing the specific fuel consumption for the original DI gasoline engine, with one and two equipment of the invention (generically called "okoflex"), at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 8: Graphs showing the specific fuel consumption for the original PFI gasoline engine, with one and two equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 9: Graphs showing specific carbon dioxide (CO 2 ) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 10: Graphs showing specific carbon dioxide (CO 2 ) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 11: Graphs showing specific carbon monoxide (CO) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 12: Graphs showing specific carbon monoxide (CO) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 13: Graphs showing specific unburned total hydrocarbon (THC) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 14: Graphs showing specific unburned total hydrocarbon (THC) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 15: Graphs showing specific nitrogen oxides (NOx) emissions for the original DI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 16: Graphs showing specific nitrogen oxides (NOx) emissions for the original PFI gasoline engine, with one or two inventive equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 17: Graphs showing combustion efficiencies for the original DI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 18: Graphs showing combustion efficiencies for the original PFI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 19: Graphs of combustion duration for the original DI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 20: Graphs of combustion duration for the original PFI gasoline engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 21: Graphs of specific fuel consumption for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 22: Graphs of specific fuel consumption for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 23: Graphs of specific carbon dioxide (CO2) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 24: Graphs of specific carbon dioxide (CO2) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 25: Graphs of specific carbon monoxide (CO) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 26: Graphs of specific carbon monoxide (CO) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 27: Graphs of specific unburned total hydrocarbon (THC) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 28: Graphs of specific unburned total hydrocarbon (THC) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 4500mm; Fig. 29: Graphs of specific nitrogen oxide (NO X ) emissions for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 450mm; Fig. 30: Graphs of specific nitrogen oxide (NO X ) emissions for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm, and 450mm; Fig. 31: Graphs showing combustion efficiencies for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 32: Graphs showing combustion efficiencies for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 33: Graphs showing combustion durations for the original DI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm; Fig. 34: Graphs showing combustion durations for the original PFI ethanol engine, with one and two pieces of the invention's equipment, at different loads, at 1500rpm, 3000rpm and 4500mm;

[0024] The EQUIPMENT WITH AN ULTRASONIC SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE AND EQUIPMENT OPERATING SYSTEM, the subject of this patent application, comprises equipment (E) supplied in a plastic box (C1) made of ABS HH112 - Acrylonitrile Butadiene Styrene -, consisting of a lower box (C2) and an upper box (C3), while the body of the equipment (C4) is made of SAE 305 aluminum alloy, equivalent to alloy A413.0, in accordance with AA standards. This alloy, like other aluminum-silicon (Al-Si) alloys, has a moderately high thermal conductivity and is used as a heat sink in the ultrasonic circuit. Compared to high purity aluminum alloys, such as the 1000 series, which have the highest thermal conductivity among aluminum alloys, Al-Si alloys may have a slightly reduced thermal conductivity due to the presence of silicon. This is an aspect that may be the subject of future improvements to optimize the thermal efficiency of the equipment of the invention, especially considering applications that require an even more efficient heat transfer.

[0025] As shown in Fig. 2, the internal part of the equipment subject to the invention comprises a microprocessed electronic board (1) for managing equipment routines, an injector nozzle (2) IWP 065 Magnet Marelli, an air inlet filter assembly (3), a buoy holder for level reading (4), a stainless steel buoy (5) for level reading, an ultrasonic bushing (6), an ultrasonic piezoelectric transducer (7) 1.7 MHZ, an atomized fuel outlet baffle (8), a fuel mist outlet (9), a liquid fuel inlet (10) coming from the tank, a positive battery wire (11) - red, a negative signal wire (12) connected to the engine injector nozzle - white, a negative battery wire (13) - black.

[0026] Fig. 3 shows the equipment of the invention in exploded view, where the body (C4) of the equipment (E) is visualized, as well as the microprocessed control board (1), screws (P1) with predetermined characteristics and respective receiver holes (P2), being shown the ultrasonic assembly (6) with piezoelectric transducer (7), in addition to the mounting base (B1) of the injector nozzle (2), where an extender (P3) is projected; at the most extreme part is a connection (C5), which is the fuel mist outlet (9), acting next to the atomized fuel outlet baffle (8); this image also shows the lower box (C2) and the upper box (C3), as well as a self-locking hex nut (14).

[0027] Fig. 6 illustrates a schematic view of the installation diagram of the equipment (E) of the invention, where the equipment (E) can be seen, where the negative (12) and positive (11) wires connect to the battery (B2), and the engine (M) is also shown with injection nozzles (2) that connect the negative signal wire (12), air intake (EA), the fuel tank (TC), and between the engine (M) and fuel tank (TC) is the bypass of the fuel line (D1), which connects to the equipment (E), according to line (L1).

[0028] Technically, between the signal input of the negative signal wire (12) and the electronic board (1) of the equipment (E), there is a photocoupler responsible for the electrical isolation between the injector nozzle (2) of the vehicle and the operating system of the equipment (E). This component prevents impedance decompensations and ensures that there is no interference in the management of the vehicle's ECU (Electronic Control Unit).

[0029] Thus, when there are electrical signals (pulses) on the negative signal wire (12), the algorithm embedded in the microcontroller calculates the RPM of the motor (M). If the rpm is greater than zero and the equipment reservoir (E) is empty, the injection nozzle (2) is actuated via PWM to fill the reservoir. When the buoy signal goes to high level, it indicates that the fuel level is adequate.

[0030] When the fuel level is adequate, the boost converter DC-DC circuit is activated to raise the car battery voltage from about 14.8V to 40V. This is the output voltage required to drive the high-frequency ultrasonic circuit. When the ultrasonic is activated at that instant the liquid fuel is transformed into mist, this mist is aspirated into the engine cylinders (M). The ultrasonic drive and its power depend on the RPM map, which can be calibrated in the Equipment (E) of the invention. When the injector nozzle (2) of the vehicle is cut-off, the atomization is stopped immediately, following the duration of the cut-off.

[0031] The equipment (E) will be switched off if there is no engine RPM (M) and, when this condition remains for more than 60 (sixty) seconds.

[0032] The equipment operating system (E) of the invention incorporates essential safety routines to ensure a high level of operational safety. If the filling time exceeds the preprogrammed time, the system is deactivated immediately. In addition, there is continuous monitoring of the injector nozzle current (2); if the detected current is outside the nominal range, the system is switched off and corresponding error codes are generated. The system also monitors the internal temperature of the Equipment (E); if the temperature exceeds 100 degrees Celsius, the system is shut down immediately and an error code is recorded.

[0033] It should be clarified that all electronic components mounted on the plate (1) are parts designed for automotive applications, ensuring resistance to high temperatures.

[0034] Nevertheless, according to Fig. 5, in order to improve the integration of the Equipment (E) with the vehicle ECU, it is possible to use a wireless scanner via the vehicle OBD2 interface to read some standard OBD-II PIDs, as defined by SAE J1979, available on the vehicle CAN network. It is important to note that not all vehicles support all standard PIDs and there may be manufacturer-defined custom PIDs that are not included in the standard OBD-II. In this sense, the following properties can be highlighted: Fuel status; Calculated engine load; Cooling system temperature; Engine speed RPM; Fuel type; Custom, etc.

[0035] Before describing the installation process of the equipment (E), it is worth mentioning some technical characteristics of the same, namely: a) Fuel storage capacity in the tank: ≈ 40 ml; b) Atomization capacity: Ethanol ≈ 350ml / h; Gasoline ≈ 480ml / h; c) Electrical characteristics: Supply voltage from 11v to 15v; Stand-by current 50ma; d) Maximum supported pressure in the inlet line: ≈ 3.7bar.

[0036] Installation of the equipment (E) requires the following steps: 1) Attach the equipment (E) with strap or bracket: Next to the body of the butterfly; Avoid high temperature regions; 2) Connect the fuel line: Crimp the clamp; Check for possible leaks; 3) Connect the atomized fuel outlet hose: Avoid 'siphon' effect so as not to create film; 4) Connect negative signal wire (12) of the vehicle injection nozzle; Correctly check the signal wire connection; 5) Connect the power supply cables directly to the battery (B2); Correctly check polarity; Connect the negative wire first and then the positive wire.

[0037] After the correct installation in the vehicle, the green LED of the equipment (E) starts flashing, starting its routines automatically.TESTS FOR EQUIPMENT EVALUATION (E)

[0038] The equipment (E) that is the subject of this invention was subjected to a series of tests, which will be described below.

[0039] Test type: Engine test on bench dynamometer.

[0040] Objectives: Evaluation of equipment performance (E) on combustion parameters and fuel consumption and emissions levels.TEST MATERIALS

[0041] In the tests, a benchtop engine was used to evaluate both direct and indirect fuel injection. Table 1 presents a summary of the engine used and the types of test performed. Table 1 - Engine type and testEngine Engine Ford Ecoboost 1.0 literApplication New Fiesta 2017Number of Cylinders 3Tipo de Injection Direct - DI (original)Indirect - PFI (adapted)Admission of air TurbochargedFuel EthanolGasolineType of Test Bench dynamometer

[0042] Tests were conducted using hydrated ethanol and regular gasoline (containing 27% ethanol), both purchased commercially at the same gas stations for all tests. Table 2 shows the density of the fuels used, measured prior to the experimental tests. It is important to highlight that for the comparative tests of the benchtop equipment, direct injection, ethanol, fuels from the same batch were always used. Table 2 - Measured density for fuels used in the testTest Engine Fuel Measurement Density (g / cm 3< ) Temperature (°C) DI Benchtop EngineFordEthanol0.802524EcoboostGasoline0.743024PFI Benchtop EngineFordEthanol0.803030EcoboostGasoline0.736525

[0043] In the bench dynamometer, the engine operating parameters such as ignition angle, air-fuel ratio, injection angle, fuel pressure, turbocharger pressure control, phase of the intake and exhaust commands are controlled by a programmable Engine Control Unit (ECU), model MS6.3 from Bosch. This ECU also performs the signal conditioning of the Bosch LSU 4.9 broadband lambda probe to read the air-fuel ratio. The engine was equipped with K-type thermocouples to measure coolant, oil, exhaust gas temperatures before and after the turbine, intake temperature at the port, air temperatures before and after the air-water heat exchanger. MPX5700AP pressure transducers pick up pressure signals at the intake before and after the air-water heat exchanger as well as at the exhaust before and after the turbine.

[0044] Ambient conditions within the test cell, atmospheric pressure, temperature and humidity, are monitored by a VAISALA HMT330 unit. The pressure indication system utilizes an AVL GH14D piezoelectric transducer in conjunction with a 3600-pulse incremental encoder to reference the angular position of the crankshaft using the AVL IndiMicro system 602. Real-time monitoring of data is performed through the AVL Indicom software. Load and rotation are controlled by the DynoPerform 240 AVL dynamometer. The torque is measured via an HBM torque flange T40B. For fuel consumption measurement, a Proline Promass A 300 Coriolis flow meter was used. Emissions data are obtained by the AVL Sesam i60 FTIR gas analyzer and converted to specific emissions (g / kWh) following the CFR40 standard.

[0045] All sensors and actuators of the test cell are integrated into the AVL PUMA system, using FEMs acquisition boards via CAN or Ethernet network, ensuring complete control and data acquisition of the system.TEST METHOD

[0046] As shown, bench dynamometer tests were performed, so for each engine test the following conditions were evaluated: Original fueled with gasoline; With equipment (E) from the invention "Okoflex" based on gasoline; Original fueled with ethanol; With equipment (E) of the invention "Okoflex" based on ethanol. ENGINE TESTS ON BENCH DYNAMOMETER

[0047] The Ford Ecoboost engine was evaluated at 1500rpm, 3000rpm and 4500rpm, under average effective axle pressure (BMEP) conditions of 2.0 bar, 6.0 bar, 10.0 bar and 15.0 bar, when with direct injection (DI), or 2.0 bar, 6.0 bar, 9.0 bar and 11.5 bar when with indirect injection (PFI). Under these conditions, parameters of performance, consumption, combustion and emissions were investigated. The ignition instant was determined in order to maintain the combustion phasing, an angle corresponding to the burning of 50% of the combustible air mixture, at 10° after the top dead center (DPMS), except when detonation occurred that prevented the use of optimal advancement. Under all conditions, it was operated with stoichiometric mixing (λ=1). Originally the fuel injection of the Ford Ecoboost engine is direct injection (DI), with pressure in the order of 100 bar. For comparative tests on the same hardware, a flange was developed, which allowed the installation of Marelli IWP 001 indirect injection injectors in the intake gantry (PFI, port fuel injection).

[0048] Exclusively in the bench dynamometer tests, in addition to the tests with the original engine and with an atomizer module according to the equipment (E) "Okoflex", conditions were also evaluated with two (2) atomizer modules of the equipment (E) "Okoflex". The values to be presented in the results refer to the average of a triplicate of measurements.TEST RESULTS

[0049] The results are categorized according to the type of DI engine, PFI and type of fuel used, each presenting its specifications as described in the methods.

[0050] Fig. 7 shows the specific fuel consumption for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0051] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation. At 1500 rpm, these corrections ranged from 2% to 43%, being most notable at the lowest loads. Specific fuel consumption decreased under all conditions with the use of the inventive equipment (E), with greater reduction observed at lower loads.

[0052] Fig. 8 shows specific fuel consumptions for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0053] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation. Being most notable at the lowest loads. The specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with greater reduction observed at lower loads.

[0054] Fig. 9 shows specific emissions of carbon dioxide (CO2) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0055] Just as the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in CO 2 emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two pieces of equipment (E) of the invention are in simultaneous use, especially at low revolutions and loads.

[0056] Fig. 10 shows specific emissions of carbon dioxide (CO2) for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0057] Likewise, there is a decrease in carbon dioxide (CO 2 ) emissions under all conditions, with greater impact when two pieces of equipment (E) of the invention are used simultaneously, especially at low revolutions and loads.

[0058] Fig. 11 shows specific emissions of carbon monoxide (CO) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0059] There was a reduction in carbon monoxide (CO) emissions in almost all conditions, with the exception of an increase observed in the 1500 RPM and 6 bar condition, possibly due to an incorrect adjustment of the lambda point in that condition. In general, it can be seen that the smallest reductions occurred at low revolutions and loads when two pieces of equipment (E) of the invention were used simultaneously.

[0060] Fig. 12 shows specific emissions of carbon monoxide (CO) for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0061] A reduction in carbon monoxide (CO) emissions is observed under all conditions, being more expressive at 3000 RPM with 6 bar BMEP.

[0062] Fig. 13 shows specific emissions of total unburned hydrocarbons (THC) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0063] The greatest reduction in hydrocarbons (HC) occurs at low loads and revolutions, while in the other conditions no significant differences were observed.

[0064] Fig. 14 shows specific emissions of unburned total hydrocarbons (THC) for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0065] The greatest reduction in hydrocarbons (HC) occurs at low loads and revolutions, while in the other conditions no significant differences were observed.

[0066] Fig. 15 shows specific emissions of nitrogen oxides (NOx) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0067] With the use of the equipment (E) of the invention, an increase in nitrogen oxides (NOx) was observed, especially at lower revolutions between 1500RPM to 3000RPM.

[0068] Fig. 16 shows specific emissions of nitrogen oxides (NOx) for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0069] With the use of the equipment (E) of the invention, an increase in nitrogen oxides (NOx) was observed, under all conditions.

[0070] Fig. 17 shows combustion efficiencies for the original engine, DI gasoline, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0071] Combustion efficiency has increased, especially at 1500 RPM and low loads.

[0072] Fig. 18 shows combustion efficiencies for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0073] Combustion efficiency increased, especially at 1500 RPM for all loads tested.

[0074] Fig. 19 shows combustion durations for the original DI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0075] No major changes in combustion durations were observed for the tested conditions.

[0076] Fig. 20 shows combustion durations for the original PFI gasoline engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0077] A decrease in combustion durations was observed, especially at lower revolutions and loads.

[0078] Fig. 21 shows specific fuel consumptions for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0079] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation being most notable at the lowest loads. The specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with greater reduction observed at lower loads.

[0080] Fig. 22 shows specific fuel consumptions for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0081] Due to the intake of atomized fuel into the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed in the conditions with both modules in operation being most notable at 1500RPM and lower loads. Specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with greater reduction at 1500RPM observed at lower loads.

[0082] Fig. 23 shows specific emissions of carbon dioxide (CO 2 ) for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0083] Just as the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in CO 2 emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two pieces of equipment (E) of the invention are in simultaneous use, especially at low revolutions and loads.

[0084] Fig. 24 shows specific emissions of carbon dioxide (CO 2 ) for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0085] Just as the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in carbon dioxide (CO 2 ) emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two pieces of equipment (E) of the invention are in simultaneous use, especially at low revolutions and loads.

[0086] Fig. 25 shows specific emissions of carbon monoxide (CO) for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0087] There was a reduction in carbon monoxide (CO) emissions, especially at 1500 rpm between 6 and 10 bar, at 3000 rpm at 2 bar, and at 4500 rpm at all loads.

[0088] Fig. 26 shows specific emissions of carbon monoxide (CO) for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0089] A reduction in carbon monoxide (CO) emissions was observed under the conditions of lower revolutions and loads.

[0090] Fig. 27 shows specific emissions of unburned total hydrocarbons (THC) for the original DI Ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0091] There was a reduction in hydrocarbons (HC) in the rotation 1500 rpm 6 bar, in the other conditions no significant differences were observed.

[0092] Fig. 28 shows specific emissions of unburned total hydrocarbons (THC) for the original PFI Ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0093] Fig. 29 shows specific emissions of nitrogen oxides (NOx) for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0094] Fig. 30 shows specific emissions of nitrogen oxides (NOx) for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0095] Fig. 31 shows combustion efficiencies for the original engine, DI ethanol, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0096] There was an increase in combustion efficiency mainly at 1500RPM in all loads.

[0097] Fig. 32 shows combustion efficiencies for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0098] There was an increase in combustion efficiency mainly at 1500RPM in all loads.

[0099] Fig. 33 shows combustion durations for the original DI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0100] No significant reduction in combustion duration was observed for all conditions tested.

[0101] Fig. 34 shows combustion durations for the original PFI ethanol engine, with one and two pieces of the invention's equipment (E), at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0102] A reduction in combustion duration was observed for the 1500 rpm high loads condition.

[0103] Conclusively, the present report presents the results of the evaluation of the equipment (E) applied to engines with direct (DI) or indirect injection (PFI) of fuel, operating with both ethanol and gasoline in stationary bench tests. The atomized premix of the fuel with air has been shown to be effective in reducing HC emissions, as observed when comparing the original DI and PFI engines. In addition, the tests revealed that the system of the equipment (E) of the invention provides significant reductions in fuel consumption and, consequently, in carbon dioxide (CO 2 ) emissions under all evaluated conditions.

[0104] The results also highlighted significant improvements in reducing carbon monoxide (CO) emissions, especially at low revolutions and loads. In all tested conditions, an increase in combustion efficiency was observed due to the improvement in the formation of the air-fuel mixture provided by the equipment (E) system of the invention. Although no substantial changes in combustion duration were recorded, the data clearly point to benefits in reducing pollutant emissions and increasing the overall efficiency of the engines analyzed.

Examples

Embodiment Construction

[0021]Advantages of the invention may be considered:

Reduction of the emission of pollutants, in relation to the systems of the prior art; Increased reactivity of the mixture; Improvement of ignition conditions and flame propagation; Increased efficiency.

GENERAL DESCRIPTION OF THE INVENTION

[0022]The equipment that motivates the present invention patent application, comprises, internally, main components, thus determined:

Microprocessed electronic board (1) for managing equipment routines; Injection nozzle (2) IWP 065 Magnet Marelli; Air inlet filter set (3); Buoy support for level reading (4); Stainless steel buoy (5) for level reading; Ultrasonic bushing (6); Ultrasonic piezoelectric transducer (7) 1.7 MHZ; Atomized fuel outlet diffuser (8); Fuel mist outlet (9); Inlet of liquid fuel (10) coming from the tank; Battery positive wire (11) - red; Negative signal wire (12) connected to the engine injection nozzle - white; Battery negative wire (13) - black.

DESCRIPTION OF DESIGNS

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Claims

1. EQUIPMENT WITH AN ULTRASONIC SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE, comprises equipment (E) provided in a plastic box (C1), formed by a lower box (C2) and an upper box (C3), while the body of the equipment (C4) is made of SAE 305 aluminum alloy, equivalent to A413.0 alloy; this alloy, like other aluminum-silicon alloys (Al-Si), has a moderately high thermal conductivity and is used as a heat sink in the ultrasonic circuit; characterized by the internal part of the equipment (E) comprises a microprocessed electronic board (1) for managing equipment routines, an injector nozzle (2), an air inlet filter assembly (3), a buoy holder for level reading (4), a stainless steel buoy (5) for level reading, an ultrasonic bushing (6), an ultrasonic piezoelectric transducer (7) 1.7 MHZ, an atomized fuel outlet diffusor (8), a fuel mist outlet (9), a liquid fuel inlet (10) coming from the tank, a positive wire of the battery (11) - red, a negative signal wire (12) connected to the engine injector nozzle - white, a negative battery wire (13) - black; the equipment body (E) includes screws (P1) with predetermined characteristics and respective receiver holes (P2), with the ultrasonic assembly (6) with piezoelectric transducer (7) being shown, in addition to the mounting base (B1) of the injector nozzle (2), where an extender (P3) is projected; at the most extreme part is a connection (C5), which is the fuel mist outlet (9), acting next to the atomized fuel outlet diffusor (8); the invention includes the lower box (C2) and the upper box (C3), as well as a self-locking hex nut (14).

2. EQUIPMENT WITH AN ULTRASONIC SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE, according to claim 1, characterized in that the installation of the equipment (E) of the invention includes the positive (11) and negative (13) wires that connect to the battery (B2), and the engine (M) with injector nozzles (2) connect the negative signal wire (12), air intake (EA), the fuel tank (TC); between the engine (M) and fuel tank (TC) is the bypass of the fuel line (D1), which connects to the equipment (E), according to line (L1).

3. EQUIPMENT WITH AN ULTRASONIC SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE, according to claim 1, characterized in that the integration of the Equipment (E) with the vehicle ECU preferably uses a wireless scanner via the vehicle's OBD2 interface to read some standard OBD-II PIDs, as defined by SAE J1979, available on the vehicle's CAN network.

4. EQUIPMENT WITH AN ULTRASONIC SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE, according to any one of the preceding claims, characterized in that the equipment (E) presents the technical characteristics: a) Fuel storage capacity in the tank: ≈ 40 ml; b) Atomization capacity: - Ethanol ≈ 350ml / h; - Gasoline ≈ 480ml / h; c) Electrical characteristics: - Supply voltage from 11v to 15v; - Stand-by current 50ma; d) Maximum supported pressure in the inlet line: - ≈ 3.7bar.

5. EQUIPMENT OPERATION SYSTEM presented in any one of claims 1 to 4, characterized in that between the signal input of the negative signal wire (12) and the electronic board (1) of the equipment (E), there is a photocoupler responsible for the electrical isolation between the injector nozzle (2) of the vehicle and the operating system of the equipment (E); this component prevents impedance decompensations and ensures that there is no interference in the management of the ECU (Electronic Control Unit) of the vehicle; when there are electrical signals (pulses) on the negative signal wire (12), the algorithm embedded in the microcontroller calculates the rpm of the engine (M). If the RPM is greater than zero and the equipment reservoir (E) is empty, the injection nozzle (2) is activated via PWM to fill the reservoir; when the buoy signal is at a high level, it indicates that the fuel level is adequate.

6. EQUIPMENT OPERATION SYSTEM, according to claim 5, characterized in that when the fuel level is adequate, the boost converter DC-DC circuit is activated to raise the battery voltage of the car, from about 14.8V, to 40V; this is the output voltage necessary to drive the high frequency ultrasonic circuit; when the ultrasonic is activated at that moment the liquid fuel is transformed into mist, this mist is aspirated into the engine cylinders (M); the activation of the ultrasonic and its power depend on the rpm map, which can be calibrated in the Equipment (E) of the invention; when the injector nozzle (2) of the vehicle cuts off, the atomization is interrupted immediately, following the duration of the cut-off; the equipment (E) is turned off if there is no engine rpm (M) and, when this condition remains for more than 60 (sixty) seconds.

7. EQUIPMENT OPERATION SYSTEM according to claims 5 and 6, characterized in that the equipment operating system (E) of the invention incorporates essential safety routines to ensure a high level of operational safety; if the filling time exceeds the preprogrammed time, the system is deactivated immediately; there is continuous monitoring of the injector nozzle current (2); if the detected current is outside the nominal range, the system is switched off and corresponding error codes are generated; the system also monitors the internal temperature of the Equipment (E); if the temperature exceeds 100 degrees Celsius, the system is switched off immediately and an error code is recorded.

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