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

Abstract

The present application for a patent of invention describes an apparatus comprising an ultrasound system for converting liquid fuel into a mist in a combustion engine, the field of application thereof being environmental and electromechnical engineering. The apparatus of the present application for a patent of invention comprises therewithin the following main components: - a microprocessed electronic board (1) for managing the tasks of the apparatus; an IWP 065 Magnet Marelli injection nozzle (2); - an air inlet filter assembly (3); a float support (4) for level reading; - a float (5) made of stainless steel for level reading; - an ultrasound bushing (6); - a 1.7 MHZ ultrasound piezoelectric transducer (7); an atomised fuel outflow deflector (8); a fuel mist outlet (9); an inlet (10) for the liquid fuel from the tank; a positive wire (11) of the battery - red; - a negative signal wire (12) connected to the injector nozzle of the engine - white; and a negative wire (13) of the battery - black.

Description

[0001] Equipment with an ultrasound system for converting liquid fuel into mist in a combustion engine and operating system of the equipment.

[0002] FIELD OF THE INVENTION

[0003]

[0001] This patent application describes an equipment with an ultrasound system for converting liquid fuel into mist in a combustion engine, whose field of application is focused on electromechanical and environmental engineering.

[0004] BRIEF INTRODUCTION

[0005]

[0002] Increasingly stringent environmental legislation is driving the adoption of methods and technologies aimed at optimizing the performance of internal combustion engines. Simultaneously, government initiatives encourage the use of renewable fuels to mitigate greenhouse gas emissions. Over the decades, the pursuit of reduced pollutant emissions, decreased fuel consumption, and increased vehicle performance has generated major technological transformations in the automotive sector, such as engine downsizing. This current trend among automakers worldwide aims to achieve greater thermal efficiency in engines. The inclusion of the equipment in this invention increases the reactivity of the mixture through an ultrasound system that converts the liquid fuel into a mist, improving ignition conditions and flame propagation, thus increasing its efficiency.

[0006] STATE OF THE ART

[0007]

[0003] In the current state of the art, document BR 11 2015 021304 9 A2, published on 18 / 07 / 2017, entitled LOCALIZED ENERGY CONCENTRATION, is known, which essentially refers to methods and apparatus for producing very high localized energies. It refers specifically, although not exclusively, to the generation of localized energies high enough to generate nuclear fusion.

[0004] The development of fusion power has been an area of ​​massive investment of time and money for many years. Such investment has been largely focused 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 for creating fusion. Of interest in this document is the umbrella concept of "internal confinement fusion," which uses mechanical forces (such as shock waves) to concentrate and focus energy in very small volumes.

[0008]

[0005] A large part of the potential confidence in alternative methods of internal confinement fusion comes from observations of a phenomenon called sonoluminescence. This occurs when a liquid containing appropriately sized bubbles is triggered with a specific ultrasound frequency. The pressure wave causes the bubbles to expand and then collapse very violently; a process generally called inert cavitation. The rapid collapse of the bubble leads to non-equilibrium compression that causes the contents to heat up to a certain point where it emits light [Gaitan, DF, Crum, LA, Church, CC, and Roy, RA, Journal of the Acoustical Society of America, 91 (6), 3166-3183 June (1992)]. There have been several efforts to intensify this process and one group has declared that it is observing the merger [Taleyarkhan, R. R, West, CD, Cho, JS, Lahey, R. T, Nigmatulin, RI, and Block, RC, Science, 295(5561), 1868–1873 March (2002)].Meanwhile, 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 led to luminescence from bubble collapse; however, it is the most documented. Luminescence has also been observed from a bubble that collapsed via a strong shock wave [Bourne, NK and Field, JE, Philosophical Transactions of the Royal Society of London Series A - Mathematical Physical and Engineering Sciences, 357(1751), 295-311 February (1999)]. It is this second mechanism, that is, the collapse of a bubble using a shock wave, to which the present invention relates.

[0006] It was proposed in document no. US 7445319 to fire spherical water droplets moving at a very high speed (~ 1 km / s) at a rigid target to generate an intense shock wave.This shock wave can be used to collapse bubbles that have been nucleated and subsequently expanded into the droplet interior. It is within the collapsing bubble that the aforementioned patent expects fusion to occur. The mechanism of generating a shock wave through high-speed droplet impact on a surface has been studied experimentally and numerically in the past and is well documented (including a paper by one of the inventors of the present patent, [Haller, KK, Ventikos, Y, Poulikakos, D., and Monkewitz, R, Journal of Applied Physics, 92(5), 2821-2828 September (2002)]). The present invention differs from the document in US 7445319, although the fundamental mechanisms are similar, because it does not utilize a high-speed droplet impact.

[0009]

[0007] The present invention aims to provide alternatives to the techniques mentioned above and may also have other applications. When viewed from a first aspect, the invention provides a method for producing a localized concentration of energy characterized in that it comprises creating a shock wave that propagates through a non-gaseous medium so as to be incident on a contour 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, thus forming a transverse jet on the other side of the orifice that is incident on a target surface comprising a recess that is spaced from the barrier in the gaseous medium.

[0010]

[0008] The embodiments of the invention can be used to create very high energy concentrations by creating a jet of non-gaseous medium that compresses a volume of gaseous medium against a target surface. Due to the very high energy concentrations 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 reagents 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 become evident 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 quickly replaced.The separation of the barrier and the target surface becomes possible specifically due to the fact that the target surface is not in contact with any non-gaseous medium except when the shock wave propagates.

[0011] OBJECTIVES OF THE INVENTION

[0012]

[0009] The objective of the present invention is to propose equipment whose operation, unlike the state of the art, allows discussion of 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.

[0013] ABOUT THE EQUIPMENT OF THE INVENTION

[0014]

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

[0015]

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

[0016]

[0012] With regard to the body of the invention's equipment, it is manufactured from an 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 moderately high thermal conductivity and is used as a heat sink in the ultrasound 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 slightly reduced thermal conductivity due to the presence of silicon. This is an aspect that could be the target of future improvements to optimize the thermal efficiency of the invention's equipment, especially considering applications that demand even more efficient heat transfer.

[0017]

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

[0018]

[0014] Decarbonization System:

[0019]

[0015] Carbon buildup is a common problem in diesel engines, resulting from the accumulation of fuel and oil residue in the engine's internal parts. These deposits can obstruct essential components such as valves, pistons, and combustion chambers. By using a specific decarbonizing additive for the system of the invention, the product is atomized and mixed with air, preparing the combustion chamber for diesel combustion. This prevents engine carbon buildup, improves its performance, reduces fuel consumption, and decreases pollutant emissions.

[0020]

[0016] Emissions Reduction:

[0021]

[0017] 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 22241. In current systems, this solution is injected into the exhaust system through an injector nozzle controlled by a module. The invention system replaces the injector nozzle, atomizing the solution and breaking it into smaller particles before it is injected into the exhaust. In this way, the fine particles combine with the gases resulting from diesel combustion, improving the chemical reaction and directly contributing to the reduction of pollutant emissions from engines.

[0018] The use of the invention system for ethanol-powered engines can be described in two relevant situations: Cold Start System and Steam Ethanol Reformer.

[0022]

[0019] Cold Start System:

[0023]

[0020] Ethanol is a volatile substance with low density, but it 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-fuel car engines, increasing fuel consumption and, consequently, emissions under these conditions.

[0024]

[0021] In the system according to the invention, even at low temperatures, it is possible to atomize the ethanol, transforming it into a gas to be admitted into the combustion chamber. This results in reduced starting time, decreased fuel consumption and reduced emissions of polluting gases.

[0025]

[0022] Steam Ethanol Reformer:

[0026]

[0023] Hydrogen production from ethanol can be carried out using different techniques; in the case mentioned, we will only deal with the ethanol steam reforming process as described in Fig. 6A.

[0027]

[0024] 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 more efficient vaporization.

[0028] ADVANTAGES OF THE INVENTION

[0029]

[0025] Advantages of the invention may include:

[0030] - Reduction of pollutant emissions, compared to state-of-the-art systems;

[0031] - Increased reactivity of the mixture;

[0032] - Improved ignition conditions and flame propagation;

[0033] - Increased efficiency. GENERAL DESCRIPTION OF THE INVENTION

[0034]

[0026] The equipment that motivates the present patent application comprises, internally, main components, defined as follows:

[0035] - Microprocessor-based electronic board (1) for managing equipment routines;

[0036] - Injection nozzle (2) IWP 065 Magnet Marelli;

[0037] - Air intake filter assembly (3);

[0038] - Float support for level reading (4);

[0039] - Stainless steel float (5) for level reading;

[0040] - Ultrasonic bushing (6);

[0041] - Ultrasonic piezoelectric transducer (7) 1.7 MHZ;

[0042] - Atomized fuel outlet deflator (8);

[0043] - Fuel mist outlet (9);

[0044] - Liquid fuel inlet (10) coming from the tank;

[0045] - Positive battery wire (11) - red;

[0046] - Negative signal wire (12) connected to the engine injector nozzle - white;

[0047] - Battery negative wire (13) - black.

[0048] DESCRIPTION OF THE DRAWINGS

[0049]

[0027] The invention will now be described in full detail, and for better understanding, reference will be made to the attached drawings, in which are represented:

[0050] Fig. 1: Perspective view of the equipment that is the subject of the invention;

[0051] Fig. 2: View illustrating the main internal components of the equipment of the invention;

[0052] Fig. 3: Exploded perspective view of the invention's equipment; Fig. 4: Perspective view of the invention's equipment with the upper casing removed;

[0053] Fig. 5: Perspective view of the invention's equipment with interface;

[0054] Fig. 6: Illustrates a schematic view of the installation diagram of the equipment of the invention;

[0055] Fig. 6A: Flow showing the steam reforming process of ethanol;

[0056] Fig. 7: Graphs showing the specific fuel consumption for the original Dl gasoline engine, with one and two devices of the invention (generically called "okoflex"), at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0057] Fig. 8: Graphs showing the specific fuel consumption for the original PFI gasoline engine, with one and two units of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0058] Fig. 9: Graphs showing specific carbon dioxide (CO2) emissions for the original Dl gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0059] Fig. 10: Graphs showing specific carbon dioxide (CO2) emissions for the original PFI gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0060] Fig. 11: Graphs showing specific carbon monoxide (CO) emissions for the original Dl gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0061] Fig. 12: Graphs showing specific carbon monoxide (CO) emissions for the original PFI gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0062] Fig. 13: Graphs showing specific emissions of total unburned hydrocarbons (THC) for the original Dl gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 14: Graphs showing specific emissions of total unburned hydrocarbons (THC) for the original PFI gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0063] Fig. 15: Graphs showing specific nitrogen oxide (NOx) emissions for the original Dl gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0064] Fig. 16: Graphs showing specific nitrogen oxide (NOx) emissions for the original PFI gasoline engine, with one or two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0065] Fig. 17: Graphs showing combustion efficiencies for the original Dl gasoline engine, with one and with two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0066] Fig. 18: Graphs showing combustion efficiencies for the original gasoline PFI engine, with one and with two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0067] Fig. 19: Combustion duration graphs for the original Dl gasoline engine, with one and with two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0068] Fig. 20: Combustion duration graphs for the original PFI gasoline engine, with one and with two devices of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0069] Fig. 21: Specific fuel consumption graphs for the original Dl ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0070] Fig. 22: Specific fuel consumption graphs for the original PFI ethanol engine, with one and two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 23: Specific carbon dioxide (CO2) emission graphs for the original Dl ethanol engine, with one and two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0071] Fig. 24: Graphs of specific carbon dioxide (CO2) emissions for the original PFI ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0072] Fig. 25: Graphs of specific carbon monoxide (CO) emissions for the original Dl ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0073] Fig. 26: Graphs of specific carbon monoxide (CO) emissions for the original PFI ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0074] Fig. 27: Graphs of specific emissions of total unburned hydrocarbons (THC) for the original Dl ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0075] Fig. 28: Graphs of specific emissions of total unburned hydrocarbons (THC) for the original PFI ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0076] Fig. 29: Graphs of specific nitrogen oxide (NOx) emissions for the original Dl ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 450rpm;

[0077] Fig. 30: Graphs of specific nitrogen oxide (NOx) emissions for the original PFI ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 450rpm;

[0078] Fig. 31: Combustion efficiency graphs for the original Dl ethanol engine, with one and two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm; Fig. 32: Combustion efficiency graphs for the original PFI ethanol engine, with one and two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0079] Fig. 33: Combustion duration graphs for the original Dl ethanol engine, with a unit and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm;

[0080] Fig. 34: Combustion duration graphs for the original PFI ethanol engine, with one and with two pieces of equipment of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0081]

[0028] The EQUIPMENT WITH ULTRASOUND 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 case (C1) made of ABS HH112 - Acrylonitrile Butadiene Styrene -, formed by a lower case (C2) and an upper case (C3), while the body of the equipment (C4) is made of SAE 305 aluminum alloy, equivalent to alloy A413.0, according to AA standards. This alloy, like other aluminum-silicon (Al-Si) alloys, has moderately high thermal conductivity and is used as a heat sink in the ultrasound 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 slightly reduced thermal conductivity due to the presence of silicon.This is an aspect that could be the target of future improvements to optimize the thermal efficiency of the invention's equipment, especially considering applications that demand even more efficient heat transfer.

[0082]

[0029] As shown in Fig. 2, the internal part of the equipment object of the invention comprises a microprocessor-based electronic board (1) for managing the equipment routines, an IWP 065 Magnet Marelli injector nozzle (2), an air intake filter assembly (3), a float support for level reading (4), a stainless steel float (5) for level reading, an ultrasonic bushing (6), a 1.7 MHZ ultrasonic piezoelectric transducer (7), an atomized fuel outlet deflector (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.

[0083]

[0030] 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 microprocessor control board (1), screws (P1) with predetermined characteristics and respective receiving holes (P2), showing the ultrasound assembly (6) with piezoelectric transducer (7), in addition to the mounting base (B1) of the injector nozzle (2), where an extension (P3) projects; at the most extreme part is a connection (C5), which is the fuel mist outlet (9), acting together with the atomized fuel outlet deflector (8); this image also shows the lower box (C2) and the upper box (C3), as well as a self-locking hexagonal nut (14).

[0084]

[0031] 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), also showing the motor (M) with injectors (2) that connect the negative signal wire (12), air intake inlet (EA), the fuel tank (TC), and between the motor (M) and fuel tank (TC) is the derivation of the fuel line (D1), which connects to the equipment (E), as per line (L1).

[0085]

[0032] Technically, between the input of the negative signal wire (12) and the electronic board (1) of the equipment (E), there is a photocoupler responsible for electrical isolation between the injector nozzle (2) of the vehicle and the operating system of the equipment (E). This component prevents impedance mismatches and ensures that there is no interference in the management of the vehicle's ECU (Electronic Control Unit).

[0086]

[0033] Thus, when there are electrical signals (pulses) on the negative signal wire (12), the algorithm embedded in the microcontroller calculates the engine RPM (M). If the RPM is greater than zero and the equipment reservoir (E) is empty, the injector nozzle (2) is activated via PWM to fill the reservoir. When the float signal goes to high level, it indicates that the fuel level is adequate.

[0087]

[0034] When the fuel level is adequate, the DC-DC boost converter circuit is activated to raise the car battery voltage from approximately 14.8V to 40V. This is the output voltage required to drive the high-frequency ultrasound circuit. When the ultrasound is activated at this instant, the liquid fuel is transformed into a mist, and this mist is drawn into the engine cylinders (M). The activation of the ultrasound and its power depend on the RPM map, which can be calibrated on the Equipment (E) of the invention. When the vehicle's injector nozzle (2) enters cut-off, atomization is immediately interrupted, following the duration of the cut-off.

[0088]

[0035] The equipment (E) will be switched off if there is no engine RPM (M) and when this condition persists for more than 60 (sixty) seconds.

[0089]

[0036] The operating system of the equipment (E) of the invention incorporates essential safety routines to ensure a high level of operational safety. If the filling time exceeds the pre-programmed time, the system is immediately deactivated. 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 immediately switched off and an error code is recorded.

[0090]

[0037] It should be clarified that all electronic components mounted on the board (1) are parts designed for automotive applications, guaranteeing resistance to high temperatures.

[0091]

[0038] Nevertheless, as shown in Fig. 5, in order to improve the integration of the Equipment (E) with the vehicle's ECU, it is possible to use 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. It is important to note that not all vehicles support all standard PIDs and there may be custom PIDs defined by the manufacturer that are not included in the standard OBD-II. In this sense, the following properties can be highlighted:

[0092] Fuel status;

[0093] - Calculated motor load;

[0094] - Cooling system temperature;

[0095] - Engine speed (RPM);

[0096] - Fuel type;

[0097] - Customized, etc.

[0098]

[0039] Before describing the equipment installation process (E), it is worth highlighting some of its technical characteristics, namely: a) Fuel storage capacity in the reservoir:

[0099] « 40 ml; b) Atomization capacity:

[0100] - Ethanol « 350ml / h;

[0101] - Gasoline « 480ml / h; c) Electrical characteristics:

[0102] - Power supply voltage of 11 VA 15V;

[0103] - Standby current 50mA; d) Maximum pressure supported on the inlet line:

[0104] - « 3.7 bar.

[0105]

[0040] The installation of the equipment (E) requires the following steps:

[0106] 1) Secure the equipment (E) with a strap or bracket:

[0107] - Close to the butterfly's body; - Avoid areas of high temperature;

[0108] 2) Connect the fuel line:

[0109] - Crimp the cable tie;

[0110] - Check for possible leaks;

[0111] 3) Connect the atomized fuel outlet hose:

[0112] - Avoid a 'siphon' effect to prevent film formation;

[0113] 4) Connect the negative signal wire (12) from the vehicle's fuel injector;

[0114] - Verify that the signal wire connection is correct;

[0115] 5) Connect the power cables directly to the battery (B2);

[0116] - Verify the polarity correctly;

[0117] Connect the negative wire first, then the positive wire.

[0118]

[0041] After correct installation in the vehicle, the equipment's green LED (E) starts flashing, initiating its routines automatically.

[0119] TESTS FOR EQUIPMENT EVALUATION (E)

[0120]

[0042] The equipment (E) object of the present invention was subjected to a series of tests, which will be described below.

[0121]

[0043] Test type: Engine test on a bench dynamometer.

[0122]

[0044] Objectives: Performance evaluation of the equipment (E) in terms of combustion parameters and fuel consumption and emission levels.

[0123] TEST MATERIALS

[0124]

[0045] A test bench engine was used in the tests to evaluate both direct and indirect fuel injection. Table 1 presents a summary of the engine used and the types of tests performed.

[0125] Table 1 - Engine type and test

[0126]

[0046] The tests were conducted using hydrated ethanol and regular gasoline (containing 27% ethanol), both commercially purchased from 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 note that for the comparative tests of the benchtop equipment, direct injection, ethanol, fuels from the same batch were always used.

[0127] Engine Fuel Measurement Test

[0128] Density (g / cm³) 3 Temperature (°C)

[0129] Ford Dl engine on test bench, 0.8025 24

[0130] Ecoboost Gasoline 0.7430 24 Engine PFI on bench Ford Ethanol 0.8030 30

[0131] Ecoboost Gasoline 0.7365 25

[0132] Table 2 - Density measured for fuels used in the test

[0133]

[0047] On the bench dynamometer, engine operating parameters such as ignition timing, air-fuel ratio, injection angle, fuel pressure, turbocharger pressure control, and intake and exhaust timing are controlled by a Bosch MS6.3 programmable Engine Control Unit (ECU). This ECU also performs signal conditioning of the Bosch LSU 4.9 wideband lambda sensor for air-fuel ratio reading. The engine was equipped with type K thermocouples to measure coolant, oil, and exhaust gas temperatures before and after the turbine, intake port temperature, and air temperatures before and after the air-water heat exchanger. MPX5700AP pressure transducers capture pressure signals in the intake before and after the air-water heat exchanger, as well as in the exhaust before and after the turbine.

[0134]

[0048] The environmental conditions inside the test cell, atmospheric pressure, temperature, and humidity, are monitored by a VAISALA HMT330 unit. The pressure indication system uses an AVL GH14D piezoelectric transducer in conjunction with a 3600-pulse incremental encoder to reference the crankshaft's angular position, using the AVL IndiMicro 602 system. Real-time data monitoring is performed using AVL Indicom software. Load and rotation are controlled by the AVL DynoPerform 240 dynamometer. Torque is measured using an HBM T40B torque flange. A Proline Promass A 300 Coriolis flow meter was used to measure fuel consumption. Emissions data are obtained by the AVL Sesam i60 FTIR gas analyzer and converted to specific emissions (g / kWh) following the CFR40 standard.

[0049] All sensors and actuators in the test cell are integrated into the AVL PUMA system, using FEM acquisition boards via CAN or Ethernet network, ensuring complete control and data acquisition of the system.

[0135] TEST METHOD

[0136]

[0050] As presented, tests were carried out on a bench dynamometer, and for each engine test the following conditions were evaluated:

[0137] - Original fueled with gasoline;

[0138] - With equipment (E) of the “Okoflex” invention fueled with gasoline;

[0139] - Original fueled with ethanol;

[0140] - With equipment (E) of the invention “Okoflex” fueled with ethanol.

[0141] Engine tests on a bench dynamometer.

[0142]

[0051] The Ford Ecoboost engine was evaluated at 1500 rpm, 3000 rpm, and 4500 rpm, under mean effective shaft pressure (MESP) conditions of 2.0 bar, 6.0 bar, 10.0 bar, and 15.0 bar when using direct injection (D1), or 2.0 bar, 6.0 bar, 9.0 bar, and 11.5 bar when using indirect injection (PFI). Under these conditions, performance, fuel consumption, combustion, and emissions parameters were investigated. The ignition timing was determined to maintain combustion phasing, the angle corresponding to the burning of 50% of the air-fuel mixture, at 10° after top dead center (TDC), except when detonation occurred that prevented the use of optimal advance. In all conditions, it was operated with a stoichiometric mixture (A=1). Originally, the Ford Ecoboost engine's fuel injection is direct (DL, direct injection), with a line pressure of around 100 bar.For comparative testing on the same hardware, a flange was developed which enabled the installation of Marelli IWP 001 port fuel injection (PFI) injectors in the intake port.

[0143]

[0052] Exclusively in bench dynamometer tests, in addition to tests with the original engine and with an atomizer module according to the (E) “Okoflex” equipment, conditions were also evaluated with 2 (two) atomizer modules of the (E) “Okoflex” equipment. The values ​​to be presented in the results refer to the average of a triplicate of measurements.

[0144] TEST RESULTS

[0145]

[0053] The results are categorized according to the engine type Dl, PFI and type of fuel used, each presenting its specifications as described in the methods.

[0146]

[0054] Fig. 7 shows the specific fuel consumption for the original Dl gasoline engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0147]

[0055] Due to the intake of atomized fuel along with the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed under conditions with both modules operating. At 1500 rpm, these corrections ranged from 2% to 43%, being more noticeable at lower loads. Specific fuel consumption decreased under all conditions with the use of the invention equipment (E), with the greatest reduction observed at lower loads.

[0148]

[0056] Fig. 8 shows specific fuel consumption for the original PFI gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0149]

[0057] Due to the intake of atomized fuel along with the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed under conditions with both modules operating. Being more noticeable at lower loads. Specific fuel consumption decreased under all conditions with the use of equipment (E) of the invention, with the greatest reduction observed at lower loads.

[0150]

[0058] Fig. 9 shows specific carbon dioxide (CO2) emissions for the original D1 gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0059] As the specific fuel consumption decreased with the use of the device (E) of the invention, a reduction in CO2 emissions is also expected. It is observed that this reduction occurs under all conditions, being more significant when two devices (E0) of the invention are in simultaneous use, especially at low speeds and loads.

[0151]

[0060] Fig. 10 shows specific carbon dioxide (CO2) emissions for the original PFI gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0152]

[0061] Similarly, a decrease in carbon dioxide (CO2) emissions is observed under all conditions, with a greater impact when two devices (E) of the invention are used simultaneously, especially at low speeds and loads.

[0153]

[0062] Fig. 11 shows specific carbon monoxide (CO) emissions for the original Dl gasoline engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0154]

[0063] There was a reduction in carbon monoxide (CO) emissions under almost all conditions, with the exception of an increase observed at 1500 RPM and 6 bar, possibly due to an incorrect lambda point adjustment under that condition. In general, it can be observed that the smallest reductions occurred at low speeds and loads when two devices (E) of the invention were used simultaneously.

[0155]

[0064] Fig. 12 shows specific carbon monoxide (CO) emissions for the original PFI gasoline engine, with one and two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0156]

[0065] A reduction in carbon monoxide (CO) emissions is observed under all conditions, being most pronounced at 3000 RPM with a BMEP of 6 bar.

[0157]

[0066] Fig. 13 shows specific emissions of total unburned hydrocarbons (THC) for the original D1 gasoline engine, with one and two devices (E) of the invention, at different loads, at 1500 rpm, 3000 rpm and 4500 rpm.

[0067] The greatest reduction in hydrocarbons (HC) occurs at low loads and speeds, while no significant differences were observed under other conditions.

[0158]

[0068] Fig. 14 shows specific emissions of total unburned hydrocarbons (THC) for the original PFI gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0159]

[0069] The greatest reduction in hydrocarbons (HC) occurs at low loads and rotations, while no significant differences were observed under other conditions.

[0160]

[0070] Fig. 15 shows specific nitrogen oxide (NOx) emissions for the original Dl gasoline engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0161]

[0071] With the use of the equipment (E) of the invention, an increase in nitrogen oxides (NOx) was observed, especially at lower speeds between 1500RPM and 3000RPM.

[0162]

[0072] Fig. 16 shows specific nitrogen oxide (NOx) emissions for the original Dl gasoline engine, with one and with two pieces of equipment (E0) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0163]

[0073] With the use of the equipment (E) of the invention, an increase in nitrogen oxides (NOx) was observed, under all conditions.

[0164]

[0074] Fig. 17 shows combustion efficiencies for the original gasoline engine, Dl, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0165]

[0075] Combustion efficiency has increased, especially at 1500 RPM and low loads.

[0166]

[0076] Fig. 18 shows combustion efficiencies for the original PFI gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0077] Combustion efficiency increased, especially at 1500 RPM for all loads tested.

[0167]

[0078] Fig. 19 shows combustion durations for the original Dl gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0168]

[0079] No major changes in combustion durations were observed for the conditions tested.

[0169]

[0080] Fig. 20 shows combustion durations for the original PFI gasoline engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0170]

[0081] A decrease in combustion durations was observed, especially at lower speeds and loads.

[0171]

[0082] Fig. 21 shows specific fuel consumption for the original Dl ethanol engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0172]

[0083] Due to the intake of atomized fuel along with the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed under conditions with both modules operating, being more noticeable at lower loads. Specific fuel consumption decreased under all conditions with the use of equipment (E) of the invention, with the greatest reduction observed at lower loads.

[0173]

[0084] Fig. 22 shows specific fuel consumption for the original PFI ethanol engine, with one and two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0174]

[0085] Due to the intake of atomized fuel along with the air, it was necessary to reduce the injection time to maintain the lambda value. The greatest corrections were observed under conditions with both modules operating, being most noticeable at 1500 RPM and lower loads. The specific fuel consumption decreased under all conditions with the use of the equipment (E) of the invention, with the greatest reduction at 1500 RPM observed at lower loads.

[0175]

[0086] Fig. 23 shows specific carbon dioxide (CO2) emissions for the original Dl ethanol engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0176]

[0087] As the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in CO2 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 speeds and loads.

[0177]

[0088] Fig. 24 shows specific carbon dioxide (CO2) emissions for the original PFI ethanol engine, with one and two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0178]

[0089] As the specific fuel consumption decreased with the use of the equipment (E) of the invention, a reduction in carbon dioxide (CO2) 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 speeds and loads.

[0179]

[0090] Fig. 25 shows specific carbon monoxide (CO) emissions for the original Dl ethanol engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0180]

[0091] 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.

[0181]

[0092] Fig. 26 shows specific carbon monoxide (CO) emissions for the original PFI ethanol engine, with one and two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0093] A reduction in carbon monoxide (CO) emissions was observed under lower speed and load conditions.

[0182]

[0094] Fig. 27 shows specific emissions of total unburned hydrocarbons (THC) for the original Dl Ethanol engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0183]

[0095] There was a reduction in hydrocarbons (HC) at 1500 rpm and 6 bar, no significant differences were observed under the other conditions.

[0184]

[0096] Fig. 28 shows specific emissions of total unburned hydrocarbons (THC) for the original PFI engine running on Ethanol, with one and two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0185]

[0097] Fig. 29 shows specific emissions of nitrogen oxides (NOx) for the original Dl ethanol engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0186]

[0098] Fig. 30 shows specific nitrogen oxide (NOx) emissions for the original PFI ethanol engine, with one and two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0187]

[0099] Fig. 31 shows combustion efficiencies for the original engine, Dl, running on ethanol, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0188]

[0100] There was an increase in combustion efficiency mainly at 1500RPM in all loads.

[0189]

[0101] Fig. 32 shows combustion efficiencies for the original PFI ethanol engine, with one and with two pieces of equipment (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0190]

[0102] There was an increase in combustion efficiency mainly at 1500 RPM at all loads.

[0103] Fig. 33 shows combustion durations for the original Dl ethanol engine, with a unit and with two pieces of equipment (E) of the invention, at different loads, at 1500 rpm, 3000 rpm and 4500 rpm.

[0191]

[0104] No significant reduction in combustion duration was observed for all conditions tested.

[0192]

[0105] Fig. 34 shows combustion durations for the original PFI ethanol engine, with one and with two devices (E) of the invention, at different loads, at 1500rpm, 3000rpm and 4500rpm.

[0193]

[0106] A reduction in combustion duration was observed for the 1500 rpm high load condition.

[0194]

[0107] In conclusion, this report presents the results of the evaluation of the equipment (E) applied to engines with direct (Dl) or indirect (PFI) fuel injection, operating with both ethanol and gasoline in stationary bench tests. The atomized premixing of fuel with air proved to be effective in reducing HC emissions, as observed when comparing the original Dl and PFI engines. Furthermore, the tests revealed that the system of the equipment (E) of the invention provides significant reductions in fuel consumption and, consequently, in carbon dioxide (CO2) emissions under all conditions evaluated.

[0195]

[0108] The results also highlighted significant improvements in the reduction of carbon monoxide (CO) emissions, especially at low speeds and loads. Under all conditions tested, an increase in combustion efficiency was observed due to the improved air-fuel mixture formation provided by the system of the equipment (E) 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.

Claims

CLAIMS 1) EQUIPMENT WITH ULTRASOUND SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE, comprises equipment (E) supplied 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 (Al-Si) alloys, has moderately high thermal conductivity and is used as a heat sink in the ultrasound circuit;characterized by the internal part of the equipment (E) comprising a microprocessor-controlled electronic board (1) for managing the equipment routines, an injector nozzle (2), an air inlet filter assembly (3), a float support for level reading (4), a stainless steel float (5) for level reading, an ultrasonic bushing (6), a 1.7 MHZ ultrasonic piezoelectric transducer (7), an atomized fuel outlet deflector (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; the body of the equipment (E) includes screws (P1) with predetermined characteristics and respective receiving holes (P2), showing the ultrasound assembly (6) with piezoelectric transducer (7), in addition to the mounting base (B1) of the injector nozzle (2), where an extension (P3) projects;at the outermost part is a connection (C5), which is the fuel mist outlet (9), acting together with the atomized fuel outlet deflator (8); the invention includes the lower box (C2) and the upper box (C3), as well as a self-locking hexagonal nut (14). 2) EQUIPMENT WITH ULTRASOUND 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), wherein the engine (M) with injectors (2) connects the negative signal wire (12), air intake inlet (EA), the fuel tank (TC); between the engine (M) and fuel tank (TC) is the derivation of the fuel line (D1), which connects to the equipment (E), as per line (L1). 3) EQUIPMENT WITH ULTRASOUND 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's 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 ULTRASOUND SYSTEM FOR CONVERTING LIQUID FUEL INTO MIST IN A COMBUSTION ENGINE, according to any of the preceding claims, characterized by the equipment (E) having the following technical characteristics: a) Fuel storage capacity in the reservoir: « 40 ml; b) Atomization capacity: - Ethanol « 350ml / h; - Gasoline « 480ml / h; c) Electrical characteristics: - Power supply voltage of 11 VA 15V; - Standby current 50mA; d) Maximum pressure supported on the inlet line: - « 3.7 bar. 5) EQUIPMENT OPERATING SYSTEM presented in any 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 Electrical isolation between the vehicle's injector nozzle (2) and the equipment's operating system (E); this component prevents impedance mismatches and ensures that there is no interference in the vehicle's ECU (Electronic Control Unit) management; when there are electrical signals (pulses) on the negative signal wire (12), the algorithm embedded in the microcontroller calculates the engine RPM (M). If the RPM is greater than zero and the equipment's reservoir (E) is empty, the injector nozzle (2) is activated via PWM to fill the reservoir; when the float signal goes to high level, it indicates that the fuel level is adequate. 6) EQUIPMENT OPERATING SYSTEM, according to claim 5, characterized in that when the fuel level is adequate, the DC-DC boost converter circuit is activated to raise the car battery voltage from approximately 14.8V to 40V; this is the output voltage required to drive the high-frequency ultrasound circuit; when the ultrasound is activated at this instant, the liquid fuel is transformed into mist, this mist is drawn into the engine cylinders (M); the activation of the ultrasound and its power depend on the RPM map, which can be calibrated in the Equipment (E) of the invention; when the vehicle's injector nozzle (2) enters cut-off, the atomization is immediately interrupted, following the duration of the cut-off, the equipment (E) is switched off if there is no engine RPM (M) and when this condition remains for more than 60 (sixty) seconds. 7) EQUIPMENT OPERATING SYSTEM, according to claims 5 and 6, characterized in that the operating system of the equipment (E) of the invention incorporates essential safety routines to ensure a high level of operational safety; if the filling time exceeds the pre-programmed time, the system is immediately deactivated; 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 immediately switched off and an error code is recorded.

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