CA1255170A - Purge and prime fuel delivery system and method - Google Patents
Purge and prime fuel delivery system and methodInfo
- Publication number
- CA1255170A CA1255170A CA000488650A CA488650A CA1255170A CA 1255170 A CA1255170 A CA 1255170A CA 000488650 A CA000488650 A CA 000488650A CA 488650 A CA488650 A CA 488650A CA 1255170 A CA1255170 A CA 1255170A
- Authority
- CA
- Canada
- Prior art keywords
- fuel
- supply conduit
- delivery system
- fuel supply
- combustion device
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D33/00—Controlling delivery of fuel or combustion-air, not otherwise provided for
- F02D33/003—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge
- F02D33/006—Controlling the feeding of liquid fuel from storage containers to carburettors or fuel-injection apparatus ; Failure or leakage prevention; Diagnosis or detection of failure; Arrangement of sensors in the fuel system; Electric wiring; Electrostatic discharge depending on engine operating conditions, e.g. start, stop or ambient conditions
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/0047—Layout or arrangement of systems for feeding fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02D—CONTROLLING COMBUSTION ENGINES
- F02D2200/00—Input parameters for engine control
- F02D2200/02—Input parameters for engine control the parameters being related to the engine
- F02D2200/06—Fuel or fuel supply system parameters
- F02D2200/0606—Fuel temperature
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M31/00—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture
- F02M31/02—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating
- F02M31/12—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating electrically
- F02M31/125—Fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
- F02M37/00—Apparatus or systems for feeding liquid fuel from storage containers to carburettors or fuel-injection apparatus; Arrangements for purifying liquid fuel specially adapted for, or arranged on, internal-combustion engines
- F02M37/04—Feeding by means of driven pumps
- F02M37/16—Feeding by means of driven pumps characterised by provision of personally-, e.g. manually-, operated pumps
Abstract
ABSTRACT OF THE DISCLOSURE
A fuel delivery system particularly useful for supplying petroleum distillate fuels to a fuel combustions device is described. When such device is operated in cold ambient conditions, fuel clogging car.
occur in the fuel supply lines. In the past, attempts overcome such problems have been directed toward applying heat to the portions of the condiut subject to restrictions or by introducing solvents into the fuel.
These steps are, however, unsatisfactory. In accordance with this invention, the fuel supply conduits are drained of fuel upon shut-down of the associated engine or other fuel fired device. Upon an engine start-up command, a small quantity of fuel is warmed, preferably using an electric immersion type heater. Once a sufficient fuel temperature is reached, the fuel conduits are reprimed with fuel. Since the fuel does not cold soak in these conduits, fuel clogging problem are eliminated. Various methods for venting the fuel supply conduit enabling such pirging and priming is described.
A fuel delivery system particularly useful for supplying petroleum distillate fuels to a fuel combustions device is described. When such device is operated in cold ambient conditions, fuel clogging car.
occur in the fuel supply lines. In the past, attempts overcome such problems have been directed toward applying heat to the portions of the condiut subject to restrictions or by introducing solvents into the fuel.
These steps are, however, unsatisfactory. In accordance with this invention, the fuel supply conduits are drained of fuel upon shut-down of the associated engine or other fuel fired device. Upon an engine start-up command, a small quantity of fuel is warmed, preferably using an electric immersion type heater. Once a sufficient fuel temperature is reached, the fuel conduits are reprimed with fuel. Since the fuel does not cold soak in these conduits, fuel clogging problem are eliminated. Various methods for venting the fuel supply conduit enabling such pirging and priming is described.
Description
~ A~ ~ME ~EL D~V~Y S~ 2~5~
~ND ~D~Y OF T~E I~ION
Thi~ invention relates to fuel ~livery ~ and Earticularly those for tra ~ ttLng fuel oil to co~bustion ~quipment 8uch a6 die~el c~ycle in~ernal oo~s~ion engine~, gas turbire ~evioes, an3 ~urnaoe~.
At ~ufficiently lcw temperature~, all engine~ and other fuel oil fired d~vioes using petrole~n based distillate fuel~ ~fer a a~nsnon problem of paraffin and ice crys~al ormations which can lead to blockages of fuel flcw, p~rticularly at point~ of refitriction guch as sh~rp or right angle bends in the fuel upply ~onduit~, at fuel filter~ ~nd at fuel filter oonnection pDint8. Fuel~ have characteristic bemperatures at which they beoome ~cloudy~ with 8usFended wax particles and at which they "freeze~ or become a semi-Rolid mass, referred to as their cloud and pDur points, respectively. Some di~tillate fuels have a cloud Fint of 20 dbgrees Fahrenheit ~nd a p~ur FDint of 0 degrees F~hrenheit~ Clogging in fuel filters and lines is a ~erious Froblem and result~ in r~duction or ~toppage o fuel flow to he associated o~Dustion apparatus.
A oo~mon practioe has been to attempt to elilminate fuel sys~em IDlockage~ by introducin~ ~olvents Ln ~he fuel Of ~y heating the oo~eonents of ~he fuel dblivery system. Al~hough ~hese aFpFoaches are effective ~hile ~he as~ociated devi oe i~ operating, they are ineffective during periods of idleness where prolonged c~ld ~oaking ~an occurl A ~ajor Froblem, therefore, facing users ~f fuel oil c~mbustion devioes is the cold soak which effectively creates paraffLn fonmation throughout ~he ue1 delivery sy~em, includin~ ~he cDnduits c~nnec~ing ~he various oDmponents thereof. m e standard method of eliminating these paraffin formations after cold ~ k ha~ b~en ~o introduce a higher ambient temperature, either by using external heat sources, or by noving ~he devi oe into a heated building. In order to pr~vent fuel clogging wi~hin the ~onduits ~nd connections bet:ween ~:he various canponents of a fuel delivery Ey~tem, it would be neoessary to apply e~ernal heat to eac~ of these ooqnp~nent~.
'~
''' ,uch a~ro~h would b~ ~fici~t fr~ an erlergy input ~tar~oi~t and would fur~her likely not pr~rlde ~e rapdd ~tart~? caF~bili~y which is desired in ma~y apEilicat:Lon8.
While o~erating in high ~obierrt ~nperature efwironment6~
disti1 late f u~ls c~n partially ~Yapor~ze and di~cilved ç~ may precipitate out aE s~ ution there~y creating er~ra ~ d ga6 pockets within ~he fu~il d~ivery circ~t. ~he lik~li~od o~ ~u~ vap~r formation~
~oo~e8 par~i ct~ ly likely ir~ jh Al titu~e con~ n8. q~iB aor,dition, ~ten ~erred to a6 vapor lo~k, createB prob~ems Earticularly for die~el eng~nes sinae their fuel injec~ion pu~p~ are not de~igned to pu~p ~a5e6.
In view ~E the a~ve, it is ~n ob~ect o thi~ i~rention to provi~e a fuel delivery Eys'cem whi~ ovide~ protection fran f ~l conduit and fitting re~triction~ with~ut the reql~re~ent o~ external heat beLng applied to ~ach c~ these components. It i8 a fu¢ther object o thi~
invention to prcvide a fu1 delivery ~ytem ~apakle oe delivering warmed fl~el to an engine or other ~stion d2vioe wl~ a minimal wa~up ttme period~ It i~ another object to provide a fuel d~live~y c~rcuit which pravide~ protec~ion fram fuel line vap~r lock. It i~ yet another object to prc~vide l3uch a ~Bt~ which iE; ine2~pensive to p~ovid2 and s~e in ~peratlon.
~ e ab~ve o~ects o~ tion are a~eved by ~widing a fu~ Live~ a having ~ h are purged Oe fue3 ~ihen the a~ociated ~vioe 1~ ~wn and r~rimed prior to opera~ion to ~liminate entrained ga~ y purglng the fu~L oonducting c~nduit~ he ~ystem, f~rmation o~ a ~olidlfied ~plug~ of fuel ln the line~ ~annot develop. Prior to s~:t-up c~ the combustion device, a ~uan~lty ~E fuel is heated and then pumped into the cir ~ t ~n a liquid ~ateO This inwention ~her~fore el~mina~es the problems asRociat~d with fuel ~olidifl~atlon occurring in fuel llnQ~ during periods ~f nonu~e. The applicatlon of ~bi~ ccnoepk ls belieYed to be caEQble c~ reæulting in a L7Cl sy~tem ~hich is ~ntir~ly self-~ufficient Ln E~oviding fuel ~or ~atiRfactory engine ~tart-up and operation even a&ter prolonged periods of exp~sure to temperatures dbwn to -65 degrees Fahrenheit, when distillant fuels are utilized which beoome a solid at temperature6 well akx~e that temperature. In addition to Frovidiny Erotection from ~ld ~eather fuel Eolidification, several embodiments of this invention p~ovide a return path for ga~es entrap~ed within the ~uel lines there~y el~minating vap~r lock p~oblems ~hen oFerating in high ambient temperatures.
A~ditional benefits and advantages of ~he present in~ention will beoon~ apparent to tho æ ~killed in the art to which this i~vention relates from ~e sub6~uent description ~ ~he E~eferred embodiments and the appended claims, taken in c~njuncticn with the accompanying drawings.
BRIEE ~SCRIPTI~N QE~ DRAWI~S
Figure 1 is a pictorial view of a purge and Erime fuel dblivery ~ystem Ln acc~rdance with this invention Ehowing a ~wo-oell fuel tank diesel ~ycle in~ernal com~ustion engine and fuel oonduit~ in acc~rdance with this invention and further ~howing the fiystem in a Fu2ging oF~rating ~de;
Figure 2 is a pictorial ~iew ~E ~he ~ystem depicted in FiguIe 6howing that system in a Eri~ung operating ~cde;
Figure 3 ~hows a ~eoond embcdImen~ of this invention emFlcyLng a single- oe ll fuel tank wi~h an internal cc~bu~tion engine au~ Froviding a ~impaified syEtem oonfiguration and operating cycle which results from employing gravity purgLng after engine ~hut-dvwn;
Figure 4 is ~ partial pictorial view ~ a third embod ~ t according to ~his inventian wherein the vent oondui~ fih ~ in ~he first three figures i~ el~minated, therek~ F~o~iding a ~implified ~ystem c~nfiguration; and Figure 5 i~ a cross-Eectional view of a fuel Frocessor whlch nay ~25~i~7~
be employed in conjunction wi-th this invention, including an orif~ce and port for connection of the vent condui-t shown in the first three figures.
DETAILED DESCRIPTION OF THE INVENTION
Figures 1 and 2 illustrate a purge and prime fuel de-livery system in accordance with a first embodiment of this in-vention, which is generally designated by reference number 10.
System 10 is shown as supplying fuel to internal combustion en-gine 12. However, the concepts and scope of this invention are equally usable when the systems described herein are used to supplv distillate fuels to any type of combustion or fuel con-suming device.
Fuel tank 14 includes an intermediate wall or partition 16 whlch divides it into two sections, main fuel reservoir section 18 and fuel heating section 20. These sections are communicated by a port or conduit 22, enabling fuel to flow from main fuel reservoir 18 to fuel heating section 20. Such a fuel tank con-figuration is described by my previously issued U.S. Patent No.
4,395,996. This patent further describes the use of particulate filters mounted within or to the fuel tank. Such concepts are equally adaptable to this invention. In a preferred embodiment, port 22 would communicate with flexible tube 23 having float 25 at its free end. Float 25 has an average density sligh-tly greater than the fuel within tank 14. This arrangement positions float 25 just slightly below the surface of fuel, thereby positioning the fuel inlet away from the cold outer surfaces of tank 14, where solid layers of paraffin may form. Preferably, disposed in fuel heating section 20 is a heating device such as an electric immersion heater 24. Any other type of heat source may, howe~er, ~r~- ' be employed, for e~ample; heat tubes, grids steam or other warm materials. Also prefe~ably installed within ~uel heating section 20 is a positive displacement gear type fuel pump 26 whi~h supplies fuel to fuel supply conduit 28. Alternately, pump 26 may be located anywhere along ~uel suppl~ conduit 28. Conduit 28 is shown connected to an optional fuel processor 30. Proeessor 30 may be of any high-~uality processor design to warm fuel, provide water separation therefrom, and may further inelude a particulate filter element. A number of such fuel processor devices are dis-0 closed by my issued U.S. Patent Nos. : 4,368,716; 4,428,351;
4,421,090; 4,495,069; 4,539,109; 4,680,110; and 4,579,653. Fuel proeessor 30 may be heated by any number of means including an additional eleetrie heater or by a eonduit whieh eonduets a warmed ~luid such an engine coolant, oil or exhaust gases.
The outlet of fuel~ proeessor 30 is eonneeted to manifold 32. Manifold 32 has three ports. Port 54 is located at an upper location in the manifold and communieates with vent conduit 38.
Port 56 is loeated at a lower loeation communieating with injeetion pump 36. A third port 57 communieates with fuel supply conduit 28.
~0 An orifiee 40 is provided at the junetion between port 54 and vent eonduit 38 for a purpose whieh will be better explained below.
Vent eonduit 38 eommunieates with the interior of either of the fuel tank seetions18 or ~0 and i~ shown diseharginy lnto main fuel reservoir seetion 18~ Main fuel reservoir 18 further ineludes tank vent 42 whieh vents the interior of the tank to the atmosphere and which would preferably include a particulate ~ilter element 44 which prevents the introduetion of undesirable eontaminants into the interior of ~uel tank 14. Hood 46 may be also employed to protect a filter element from debris or precipitation~
~zs~
The significant advantages according to this invention are provlded by substantial.ly or completely pury-ing fuel supplying conduit 28 of liquid fuel after the associated fuel combustion device is shut down. This approach removes any fuel which would become waxed thereby - 5a -~2~
constitute a fuel delivery restriction ~rom inhibiting fuel flcw~ Upon a start-up oommand, initial fuel warming ~y hea~er 24 occurs until a ~m~ll volume of liqui~ied fuel beoo~es available; thereafter the warmed fuel i~
pumeed throu~h fuel ~upply oon & it 28 a~d to ~he aRsociabRd combustion de~ice.
Figures 1 and 2 illustrate ~he operati~n of fuel dellvery ~ystem 10. Figure 1 includes arrows which indicate the direction of fluid flow within the system when it is being Furged. After engine 12 is ~hut dGwn, a manual or automatic control ~ystem cw mands E~np 26 to operate to remove fuel frcqn fl2el upply o~nduit 28 and vent oonduit 38. qypically, such operation would be provided ~y reversing the direction of a positive displac~nent E~np su~h as a gear ~pe ~np, such as is illu~trated by the ~igure~. Removal of f~el from fuel supply cnnduit 28 i~ facilita~ed by ~oviding means for introducing atmosE~eric air or other gases into that line. Vent conduit 38 provides thi~ functionO As fuel iB withdr~ rosn fuel supply c~nduit 28 and oroed i~o fuel heating ~ection 20, displaoed ga~es within tank 14 f;ll vent conduit 38. Additional atmosEtleric air as needed i~ oDnducted within main heating section 20 through ~cank vent 42.
Positive displace~nt p~np 26 is caused to operate for a preselec~ed tilTe Feriod whi~ is 3ufficient to ooqn~ete li~uid evaalation d fuel E;upply oonduit 28 ar~l any fuel with:ln vent oonduit 38. Al~ernately, a l~quid or F~es~ure ~ensitive detector oould be emplc~ed at a Ekrategic poin~ in ~he fuel ~upply ~y~tem to o~ntrol operation of pump 26.
During the purging operation, fuel processor 30 will beoame dkained to a poi~t where fuel ~upp~y c~nduit 28 oommunicate~ with the internal volume of ~he Froce~sor. m eref~re, it is pDS5ible ~or ~he develoFment of a ~olid ~lock of fully wax~d fuRl in ~he lower p~rtion of fuel F~ocessor 30. ~owever, such de~elo~ment i~ inc~nequential ~iwe warmed fuel F~ovidbd through fuel ~upply ~nduit 28 will fill the remainder of fuel Fro oe s~or 30 and flaw to it~ ou~let. qhe ascum~lated j5 ~ (3 ~axed fuel wi~hin fuel Frocezsor 30 will thereafter beoo~e melted ~ver tim2 as ~he ~ystem reache~ ~teady ~tate operating temperatures.
Since a quanti~y o fuel i5 cDntinually recirculated to tank 14 throuyh vent o~nduit 38 while the engine is operatLng, ~ny gaEes which develop in fuel ~pply oonduit 2B are r~mcved prior to f~el inkroduction to injector pump 36, thereby elimlnating vapor lock problems.
Figure 2 illustrate~ the F~iming operation of ~y~tem 10. Arrcws ~ndicate ~he dire~tion of fluid flow in this operating ~de. UFon start~up ~equence initiation, heat is supplied to fuel heating ~ection 20 by electric im~ersion heater 24 or ~y any other heat ~ource. ~eat is ~upplied fcr a sufficien~ time Feriod to Frovide a relatively æmall quantity o warmed fuel within fuel hea~ing ~ection 20. On oe ~he desired fuel ~arming Fha~e is samplete, positive di~plaoement punp 26 begis operation to force fuel within fuel supply conduit 28. Liquification of fuel ~s further p~ovided l~y the ~hearing of the fuel which cccurs as it iLs oonducted throu~h p~np 26. Gases within fuel supply conduit 28 are foroed through fuel proce~or 30, manifold 32, and thereafter into vent oDnduit 38.
~hi~ p~cess continues until ~he entire ~ystem, Lncluding vent c~ndui~ 3BJ
is filled with liquid fuelo An orifioe 40 is loca~ed wi~hin vent c3nduit 38 to insure fuel e~e~sure within manifold 32, ~here~y providing a ~upply of fuel for fuel injec~ion ~ump 36. Albernately, a restrictor may be located ~lsæwhere a~ the intern21 diameter of vent oonduit 38 may be chosæn ~o Er~vide the dbsired fluid restric~ion~
~ anifold 32 i~ ~haped EO that any bub~le~ or ~ase~ which are entraEp~d ~herein will rise to a point ~here they can be oo~ducted into vent con & it 38 and thereater into fuel ~ank 14. ~his gas separation Eroces5 is achi~ved ky locating Fort~ 54 ~nd 56 as Frev~ou~ly de~cribed.
Figure 3 illu~rates an ~lternate ~mbodLment sf a Furge and erime fuel delivery systeqn 110 ac~rding to ~hiB invention. Fuel delivery ~ystem 110, ~ncludes fuel tank 114 of corlveTltional one~ll ~n~ruction having tank vent 1420 Elec~ric immersion heater 124, or any other ~ e of heater, may be provided within fuel tx~nk 114. The Eecond en~xodiment is al~o disclosed for ~upplying fuel to internal ca~bustion engine 112, which includes fuel injection pump 136 and manif~ld 132. P~ulifold 132 also includes ports 154, 156 and 157 and orifice 140, mi~ Eeoond ~n~x~dimRnt var es principally from the first in several areas. Fir3t, oonduit~ 1~8 and 138 are sloped ~o that they are es~entially ~elf-draining. In order to E~ovide fo{ sudh action, it is fuLther neoe~sary to el~minate fitt ~ gs and local fuel line bend6 and turns which create regions whi~h will n~t a~npletely drain of iEuel. Due to ~is self-purgirlg opera~iorl, p~ 126 need not be o~ a po6itive di~plaOE~ier~ variety or be caFElble o evacuating conduit 128. Further, E~mnp 126 ~ay be alternately located within ~uel injection ~np 136, or engine 112. P~np 126, hcw~ver, ~t Erovide for rever&e ~low of fuel cauEed ky gra~ity actLng on the column of fuel once it i~ d~ nergized. In oFeration, once pu~p 126 and Ln~ernal cc~ibustion enyine 112 are ~hut dbwn, fuel will fl~w bac~ into ~ank 114 ~y yravity action, theret~ elLmi~ating the r~uirement of an oFeration cycle wherein ~e pump operate~ in a rever~e direction to evacuate the E~ystem. Up~n engine 112 ~kart-up, pump 126 ~upplies fuel to oonduit 128 and gaBeB are returned to tank 114 by vent o~nduit 138. qhe ec~nd en~diment al~o varies from the fir~t Ln that oeeFarate fuel pr ~ essor 130 is eliminated.
m e ~unction ~f fuel proce~or may ~ incorporated into t~ulk 14 in aocordanoe wlth my e~eviously mentic~d ifi~ued UOS. Patent No~ 4,395~996.
Figure 4 illus~rates a ~hird en~xPd~ment of a Furge and prin~ $uel delivery ~y~em 210 a~o~rding ~ thi~ Lnvention which varie~ Frinci~lly from the Freviou~ly described en~x3dIment~ in ~hat ver~ ¢onduit 238 is elLminated. Inætead, aocording to this enJxDdimen , ~raF~ed ga~e~ within fuel ~upply conduit are vented to ~he at~sFhere directly rather than being condue~ed back lnto the fuel ~ank. In order to Frevent fuel leakage, it i5 nece~&ary ~o employ vent valve 248 ~uch as a ~loat operated device ~ ch automatically closes when liquid fuel fills an internal chamber thereof. Like t~nk vent 42, vent valve 24B Fre$erably incluaes a particulate filter 2~4 a~d msy fuxther includR hood 246. When ~he fuel pressure within fuel 6upply sonduit 228 falls, ~ndicating fuel ~upply pump de-energization, vent valve 248 Ero~i~2s an atmosFheric ~nt either by emFl~ying an internal F~essure~re~pon~ive element or by operation of a ~olenoid valve 250 which creates an atm~sFheric vent permitting drainage of fuel ~upply oonduit 228. Su*l purging may occur throl~gh gra~tity or E~P assists, as earlier detailed.
~ e t~ird embodiment ~hawn in Figure 4 n~ ly fe~ture~ the elimir~tion o~ vent conduit 38, but further discloses the u~e oÇ ~olenoid valve 250. Such a valve ~y be emplcs!ed to replaoe o~ifioes 40 and l~n described in conj~ction wi~h the previous embodiments and would close ~noe fuel ~;upply o~nduit 228 i8 filled with gas-free li~uid fuel. ~e oontrol logic for 8u*l operation of ~olenoid valve oould be either to shut i~ after a ~eælected time period or to u~e a strategically located li~uid Eensor. 501enoid valve 250 could al~ be ~nplo~ed with the iEirst described embodimerlts in E~aoe o orifices 40 and 140. qhe ue o~ a solenoid valve in ~hose applications would enable p~ 6 and 126 to operate at a lc~er ~tput caFacity 8~ a portion of its output would n~t be returned to ~he fuel tank but ir~ead its entire discharqe would be directed to ~he as~ociated fuel oons~ning de~ioe.
Figure 5 iL~ustra~e~ a modifie~ fuel prooe ~or 330 us~ul in connec~ion with a purge and Fr ~ fuel delivery ~ystem 310 acoording to a fourth embodImen~ o this invention. F~el F~ooe ~sor 330 could be empl~yed in the ~y~tem db~cribed in oonj~nction with Figure~ 1 and 2. This e~bodiment differ~, however, in that vent oonduit 338 i~ c~nnec~ed directly to a top plate 352 ~f fuel Froce~or 330 rather than to a ~anifold connec*ed to ~he engine fuRl injection Eump. Orifice 340 i~
formed ~y the re~tri~ted in~ernal diameter o~ the bDre within ~op pla~e -~520 q~is o~nfiguration al~o el~}ninates the neae~sity sf Froviding a manifold as earlier ~escribed. This esr~dilrent ha~ advantage~ in ~hat the vent ~nduit aoTmection i6 ~asily prcvi~d merely t~y drilling and tapping top plate 352 of fuel ~oce~sor 330. ~ po~ential difiadvant~ge of ~
eso~odiment, however, is t~he fact t~at any conduits a~lcating fu~l prooessor 330 with fuel injection E~np 336 (no~ Eihc~n) i~ wt prwided with a vent and t~erefore ~ray n~t be efectively drained a~ter engine Ehut~wn. HoweverJ thi~ advantage may be insignificant if fuel clogging in that o~nduit LS unlikely due to ~ther factors, such as it ~eing in an encloEed warm~d cavity or wher~P ~e oon~it is very ~hort in length between these a~mponent~. }~xl proce~or 330 ~3hawn in Figure 5 i~ o~ a t~pe de~cribed ~ sued U.S. Patent N~. 4,428,351 and includes for illustrative purposes particulate filter 358, drain valve 360, ~rsion heater 362, and ~Euel inlet and outlet port~ 364 and 366, respectively.
~owever, other type~ o fuel proces~ors o~uld be als~ em~c~ed in o~nj~ction with this embodiment R ~he invention.
~ ile Ereferred ~nbodimer~lts o~ the invention ha~re been de~cribed herein, it will be app~eciated that various modification~; and c~anges may be ~de without de~arting fran the spirit and ~cope o the appended claims.
'
~ND ~D~Y OF T~E I~ION
Thi~ invention relates to fuel ~livery ~ and Earticularly those for tra ~ ttLng fuel oil to co~bustion ~quipment 8uch a6 die~el c~ycle in~ernal oo~s~ion engine~, gas turbire ~evioes, an3 ~urnaoe~.
At ~ufficiently lcw temperature~, all engine~ and other fuel oil fired d~vioes using petrole~n based distillate fuel~ ~fer a a~nsnon problem of paraffin and ice crys~al ormations which can lead to blockages of fuel flcw, p~rticularly at point~ of refitriction guch as sh~rp or right angle bends in the fuel upply ~onduit~, at fuel filter~ ~nd at fuel filter oonnection pDint8. Fuel~ have characteristic bemperatures at which they beoome ~cloudy~ with 8usFended wax particles and at which they "freeze~ or become a semi-Rolid mass, referred to as their cloud and pDur points, respectively. Some di~tillate fuels have a cloud Fint of 20 dbgrees Fahrenheit ~nd a p~ur FDint of 0 degrees F~hrenheit~ Clogging in fuel filters and lines is a ~erious Froblem and result~ in r~duction or ~toppage o fuel flow to he associated o~Dustion apparatus.
A oo~mon practioe has been to attempt to elilminate fuel sys~em IDlockage~ by introducin~ ~olvents Ln ~he fuel Of ~y heating the oo~eonents of ~he fuel dblivery system. Al~hough ~hese aFpFoaches are effective ~hile ~he as~ociated devi oe i~ operating, they are ineffective during periods of idleness where prolonged c~ld ~oaking ~an occurl A ~ajor Froblem, therefore, facing users ~f fuel oil c~mbustion devioes is the cold soak which effectively creates paraffLn fonmation throughout ~he ue1 delivery sy~em, includin~ ~he cDnduits c~nnec~ing ~he various oDmponents thereof. m e standard method of eliminating these paraffin formations after cold ~ k ha~ b~en ~o introduce a higher ambient temperature, either by using external heat sources, or by noving ~he devi oe into a heated building. In order to pr~vent fuel clogging wi~hin the ~onduits ~nd connections bet:ween ~:he various canponents of a fuel delivery Ey~tem, it would be neoessary to apply e~ernal heat to eac~ of these ooqnp~nent~.
'~
''' ,uch a~ro~h would b~ ~fici~t fr~ an erlergy input ~tar~oi~t and would fur~her likely not pr~rlde ~e rapdd ~tart~? caF~bili~y which is desired in ma~y apEilicat:Lon8.
While o~erating in high ~obierrt ~nperature efwironment6~
disti1 late f u~ls c~n partially ~Yapor~ze and di~cilved ç~ may precipitate out aE s~ ution there~y creating er~ra ~ d ga6 pockets within ~he fu~il d~ivery circ~t. ~he lik~li~od o~ ~u~ vap~r formation~
~oo~e8 par~i ct~ ly likely ir~ jh Al titu~e con~ n8. q~iB aor,dition, ~ten ~erred to a6 vapor lo~k, createB prob~ems Earticularly for die~el eng~nes sinae their fuel injec~ion pu~p~ are not de~igned to pu~p ~a5e6.
In view ~E the a~ve, it is ~n ob~ect o thi~ i~rention to provi~e a fuel delivery Eys'cem whi~ ovide~ protection fran f ~l conduit and fitting re~triction~ with~ut the reql~re~ent o~ external heat beLng applied to ~ach c~ these components. It i8 a fu¢ther object o thi~
invention to prcvide a fu1 delivery ~ytem ~apakle oe delivering warmed fl~el to an engine or other ~stion d2vioe wl~ a minimal wa~up ttme period~ It i~ another object to provide a fuel d~live~y c~rcuit which pravide~ protec~ion fram fuel line vap~r lock. It i~ yet another object to prc~vide l3uch a ~Bt~ which iE; ine2~pensive to p~ovid2 and s~e in ~peratlon.
~ e ab~ve o~ects o~ tion are a~eved by ~widing a fu~ Live~ a having ~ h are purged Oe fue3 ~ihen the a~ociated ~vioe 1~ ~wn and r~rimed prior to opera~ion to ~liminate entrained ga~ y purglng the fu~L oonducting c~nduit~ he ~ystem, f~rmation o~ a ~olidlfied ~plug~ of fuel ln the line~ ~annot develop. Prior to s~:t-up c~ the combustion device, a ~uan~lty ~E fuel is heated and then pumped into the cir ~ t ~n a liquid ~ateO This inwention ~her~fore el~mina~es the problems asRociat~d with fuel ~olidifl~atlon occurring in fuel llnQ~ during periods ~f nonu~e. The applicatlon of ~bi~ ccnoepk ls belieYed to be caEQble c~ reæulting in a L7Cl sy~tem ~hich is ~ntir~ly self-~ufficient Ln E~oviding fuel ~or ~atiRfactory engine ~tart-up and operation even a&ter prolonged periods of exp~sure to temperatures dbwn to -65 degrees Fahrenheit, when distillant fuels are utilized which beoome a solid at temperature6 well akx~e that temperature. In addition to Frovidiny Erotection from ~ld ~eather fuel Eolidification, several embodiments of this invention p~ovide a return path for ga~es entrap~ed within the ~uel lines there~y el~minating vap~r lock p~oblems ~hen oFerating in high ambient temperatures.
A~ditional benefits and advantages of ~he present in~ention will beoon~ apparent to tho æ ~killed in the art to which this i~vention relates from ~e sub6~uent description ~ ~he E~eferred embodiments and the appended claims, taken in c~njuncticn with the accompanying drawings.
BRIEE ~SCRIPTI~N QE~ DRAWI~S
Figure 1 is a pictorial view of a purge and Erime fuel dblivery ~ystem Ln acc~rdance with this invention Ehowing a ~wo-oell fuel tank diesel ~ycle in~ernal com~ustion engine and fuel oonduit~ in acc~rdance with this invention and further ~howing the fiystem in a Fu2ging oF~rating ~de;
Figure 2 is a pictorial ~iew ~E ~he ~ystem depicted in FiguIe 6howing that system in a Eri~ung operating ~cde;
Figure 3 ~hows a ~eoond embcdImen~ of this invention emFlcyLng a single- oe ll fuel tank wi~h an internal cc~bu~tion engine au~ Froviding a ~impaified syEtem oonfiguration and operating cycle which results from employing gravity purgLng after engine ~hut-dvwn;
Figure 4 is ~ partial pictorial view ~ a third embod ~ t according to ~his inventian wherein the vent oondui~ fih ~ in ~he first three figures i~ el~minated, therek~ F~o~iding a ~implified ~ystem c~nfiguration; and Figure 5 i~ a cross-Eectional view of a fuel Frocessor whlch nay ~25~i~7~
be employed in conjunction wi-th this invention, including an orif~ce and port for connection of the vent condui-t shown in the first three figures.
DETAILED DESCRIPTION OF THE INVENTION
Figures 1 and 2 illustrate a purge and prime fuel de-livery system in accordance with a first embodiment of this in-vention, which is generally designated by reference number 10.
System 10 is shown as supplying fuel to internal combustion en-gine 12. However, the concepts and scope of this invention are equally usable when the systems described herein are used to supplv distillate fuels to any type of combustion or fuel con-suming device.
Fuel tank 14 includes an intermediate wall or partition 16 whlch divides it into two sections, main fuel reservoir section 18 and fuel heating section 20. These sections are communicated by a port or conduit 22, enabling fuel to flow from main fuel reservoir 18 to fuel heating section 20. Such a fuel tank con-figuration is described by my previously issued U.S. Patent No.
4,395,996. This patent further describes the use of particulate filters mounted within or to the fuel tank. Such concepts are equally adaptable to this invention. In a preferred embodiment, port 22 would communicate with flexible tube 23 having float 25 at its free end. Float 25 has an average density sligh-tly greater than the fuel within tank 14. This arrangement positions float 25 just slightly below the surface of fuel, thereby positioning the fuel inlet away from the cold outer surfaces of tank 14, where solid layers of paraffin may form. Preferably, disposed in fuel heating section 20 is a heating device such as an electric immersion heater 24. Any other type of heat source may, howe~er, ~r~- ' be employed, for e~ample; heat tubes, grids steam or other warm materials. Also prefe~ably installed within ~uel heating section 20 is a positive displacement gear type fuel pump 26 whi~h supplies fuel to fuel supply conduit 28. Alternately, pump 26 may be located anywhere along ~uel suppl~ conduit 28. Conduit 28 is shown connected to an optional fuel processor 30. Proeessor 30 may be of any high-~uality processor design to warm fuel, provide water separation therefrom, and may further inelude a particulate filter element. A number of such fuel processor devices are dis-0 closed by my issued U.S. Patent Nos. : 4,368,716; 4,428,351;
4,421,090; 4,495,069; 4,539,109; 4,680,110; and 4,579,653. Fuel proeessor 30 may be heated by any number of means including an additional eleetrie heater or by a eonduit whieh eonduets a warmed ~luid such an engine coolant, oil or exhaust gases.
The outlet of fuel~ proeessor 30 is eonneeted to manifold 32. Manifold 32 has three ports. Port 54 is located at an upper location in the manifold and communieates with vent conduit 38.
Port 56 is loeated at a lower loeation communieating with injeetion pump 36. A third port 57 communieates with fuel supply conduit 28.
~0 An orifiee 40 is provided at the junetion between port 54 and vent eonduit 38 for a purpose whieh will be better explained below.
Vent eonduit 38 eommunieates with the interior of either of the fuel tank seetions18 or ~0 and i~ shown diseharginy lnto main fuel reservoir seetion 18~ Main fuel reservoir 18 further ineludes tank vent 42 whieh vents the interior of the tank to the atmosphere and which would preferably include a particulate ~ilter element 44 which prevents the introduetion of undesirable eontaminants into the interior of ~uel tank 14. Hood 46 may be also employed to protect a filter element from debris or precipitation~
~zs~
The significant advantages according to this invention are provlded by substantial.ly or completely pury-ing fuel supplying conduit 28 of liquid fuel after the associated fuel combustion device is shut down. This approach removes any fuel which would become waxed thereby - 5a -~2~
constitute a fuel delivery restriction ~rom inhibiting fuel flcw~ Upon a start-up oommand, initial fuel warming ~y hea~er 24 occurs until a ~m~ll volume of liqui~ied fuel beoo~es available; thereafter the warmed fuel i~
pumeed throu~h fuel ~upply oon & it 28 a~d to ~he aRsociabRd combustion de~ice.
Figures 1 and 2 illustrate ~he operati~n of fuel dellvery ~ystem 10. Figure 1 includes arrows which indicate the direction of fluid flow within the system when it is being Furged. After engine 12 is ~hut dGwn, a manual or automatic control ~ystem cw mands E~np 26 to operate to remove fuel frcqn fl2el upply o~nduit 28 and vent oonduit 38. qypically, such operation would be provided ~y reversing the direction of a positive displac~nent E~np su~h as a gear ~pe ~np, such as is illu~trated by the ~igure~. Removal of f~el from fuel supply cnnduit 28 i~ facilita~ed by ~oviding means for introducing atmosE~eric air or other gases into that line. Vent conduit 38 provides thi~ functionO As fuel iB withdr~ rosn fuel supply c~nduit 28 and oroed i~o fuel heating ~ection 20, displaoed ga~es within tank 14 f;ll vent conduit 38. Additional atmosEtleric air as needed i~ oDnducted within main heating section 20 through ~cank vent 42.
Positive displace~nt p~np 26 is caused to operate for a preselec~ed tilTe Feriod whi~ is 3ufficient to ooqn~ete li~uid evaalation d fuel E;upply oonduit 28 ar~l any fuel with:ln vent oonduit 38. Al~ernately, a l~quid or F~es~ure ~ensitive detector oould be emplc~ed at a Ekrategic poin~ in ~he fuel ~upply ~y~tem to o~ntrol operation of pump 26.
During the purging operation, fuel processor 30 will beoame dkained to a poi~t where fuel ~upp~y c~nduit 28 oommunicate~ with the internal volume of ~he Froce~sor. m eref~re, it is pDS5ible ~or ~he develoFment of a ~olid ~lock of fully wax~d fuRl in ~he lower p~rtion of fuel F~ocessor 30. ~owever, such de~elo~ment i~ inc~nequential ~iwe warmed fuel F~ovidbd through fuel ~upply ~nduit 28 will fill the remainder of fuel Fro oe s~or 30 and flaw to it~ ou~let. qhe ascum~lated j5 ~ (3 ~axed fuel wi~hin fuel Frocezsor 30 will thereafter beoo~e melted ~ver tim2 as ~he ~ystem reache~ ~teady ~tate operating temperatures.
Since a quanti~y o fuel i5 cDntinually recirculated to tank 14 throuyh vent o~nduit 38 while the engine is operatLng, ~ny gaEes which develop in fuel ~pply oonduit 2B are r~mcved prior to f~el inkroduction to injector pump 36, thereby elimlnating vapor lock problems.
Figure 2 illustrate~ the F~iming operation of ~y~tem 10. Arrcws ~ndicate ~he dire~tion of fluid flow in this operating ~de. UFon start~up ~equence initiation, heat is supplied to fuel heating ~ection 20 by electric im~ersion heater 24 or ~y any other heat ~ource. ~eat is ~upplied fcr a sufficien~ time Feriod to Frovide a relatively æmall quantity o warmed fuel within fuel hea~ing ~ection 20. On oe ~he desired fuel ~arming Fha~e is samplete, positive di~plaoement punp 26 begis operation to force fuel within fuel supply conduit 28. Liquification of fuel ~s further p~ovided l~y the ~hearing of the fuel which cccurs as it iLs oonducted throu~h p~np 26. Gases within fuel supply conduit 28 are foroed through fuel proce~or 30, manifold 32, and thereafter into vent oDnduit 38.
~hi~ p~cess continues until ~he entire ~ystem, Lncluding vent c~ndui~ 3BJ
is filled with liquid fuelo An orifioe 40 is loca~ed wi~hin vent c3nduit 38 to insure fuel e~e~sure within manifold 32, ~here~y providing a ~upply of fuel for fuel injec~ion ~ump 36. Albernately, a restrictor may be located ~lsæwhere a~ the intern21 diameter of vent oonduit 38 may be chosæn ~o Er~vide the dbsired fluid restric~ion~
~ anifold 32 i~ ~haped EO that any bub~le~ or ~ase~ which are entraEp~d ~herein will rise to a point ~here they can be oo~ducted into vent con & it 38 and thereater into fuel ~ank 14. ~his gas separation Eroces5 is achi~ved ky locating Fort~ 54 ~nd 56 as Frev~ou~ly de~cribed.
Figure 3 illu~rates an ~lternate ~mbodLment sf a Furge and erime fuel delivery systeqn 110 ac~rding to ~hiB invention. Fuel delivery ~ystem 110, ~ncludes fuel tank 114 of corlveTltional one~ll ~n~ruction having tank vent 1420 Elec~ric immersion heater 124, or any other ~ e of heater, may be provided within fuel tx~nk 114. The Eecond en~xodiment is al~o disclosed for ~upplying fuel to internal ca~bustion engine 112, which includes fuel injection pump 136 and manif~ld 132. P~ulifold 132 also includes ports 154, 156 and 157 and orifice 140, mi~ Eeoond ~n~x~dimRnt var es principally from the first in several areas. Fir3t, oonduit~ 1~8 and 138 are sloped ~o that they are es~entially ~elf-draining. In order to E~ovide fo{ sudh action, it is fuLther neoe~sary to el~minate fitt ~ gs and local fuel line bend6 and turns which create regions whi~h will n~t a~npletely drain of iEuel. Due to ~is self-purgirlg opera~iorl, p~ 126 need not be o~ a po6itive di~plaOE~ier~ variety or be caFElble o evacuating conduit 128. Further, E~mnp 126 ~ay be alternately located within ~uel injection ~np 136, or engine 112. P~np 126, hcw~ver, ~t Erovide for rever&e ~low of fuel cauEed ky gra~ity actLng on the column of fuel once it i~ d~ nergized. In oFeration, once pu~p 126 and Ln~ernal cc~ibustion enyine 112 are ~hut dbwn, fuel will fl~w bac~ into ~ank 114 ~y yravity action, theret~ elLmi~ating the r~uirement of an oFeration cycle wherein ~e pump operate~ in a rever~e direction to evacuate the E~ystem. Up~n engine 112 ~kart-up, pump 126 ~upplies fuel to oonduit 128 and gaBeB are returned to tank 114 by vent o~nduit 138. qhe ec~nd en~diment al~o varies from the fir~t Ln that oeeFarate fuel pr ~ essor 130 is eliminated.
m e ~unction ~f fuel proce~or may ~ incorporated into t~ulk 14 in aocordanoe wlth my e~eviously mentic~d ifi~ued UOS. Patent No~ 4,395~996.
Figure 4 illus~rates a ~hird en~xPd~ment of a Furge and prin~ $uel delivery ~y~em 210 a~o~rding ~ thi~ Lnvention which varie~ Frinci~lly from the Freviou~ly described en~x3dIment~ in ~hat ver~ ¢onduit 238 is elLminated. Inætead, aocording to this enJxDdimen , ~raF~ed ga~e~ within fuel ~upply conduit are vented to ~he at~sFhere directly rather than being condue~ed back lnto the fuel ~ank. In order to Frevent fuel leakage, it i5 nece~&ary ~o employ vent valve 248 ~uch as a ~loat operated device ~ ch automatically closes when liquid fuel fills an internal chamber thereof. Like t~nk vent 42, vent valve 24B Fre$erably incluaes a particulate filter 2~4 a~d msy fuxther includR hood 246. When ~he fuel pressure within fuel 6upply sonduit 228 falls, ~ndicating fuel ~upply pump de-energization, vent valve 248 Ero~i~2s an atmosFheric ~nt either by emFl~ying an internal F~essure~re~pon~ive element or by operation of a ~olenoid valve 250 which creates an atm~sFheric vent permitting drainage of fuel ~upply oonduit 228. Su*l purging may occur throl~gh gra~tity or E~P assists, as earlier detailed.
~ e t~ird embodiment ~hawn in Figure 4 n~ ly fe~ture~ the elimir~tion o~ vent conduit 38, but further discloses the u~e oÇ ~olenoid valve 250. Such a valve ~y be emplcs!ed to replaoe o~ifioes 40 and l~n described in conj~ction wi~h the previous embodiments and would close ~noe fuel ~;upply o~nduit 228 i8 filled with gas-free li~uid fuel. ~e oontrol logic for 8u*l operation of ~olenoid valve oould be either to shut i~ after a ~eælected time period or to u~e a strategically located li~uid Eensor. 501enoid valve 250 could al~ be ~nplo~ed with the iEirst described embodimerlts in E~aoe o orifices 40 and 140. qhe ue o~ a solenoid valve in ~hose applications would enable p~ 6 and 126 to operate at a lc~er ~tput caFacity 8~ a portion of its output would n~t be returned to ~he fuel tank but ir~ead its entire discharqe would be directed to ~he as~ociated fuel oons~ning de~ioe.
Figure 5 iL~ustra~e~ a modifie~ fuel prooe ~or 330 us~ul in connec~ion with a purge and Fr ~ fuel delivery ~ystem 310 acoording to a fourth embodImen~ o this invention. F~el F~ooe ~sor 330 could be empl~yed in the ~y~tem db~cribed in oonj~nction with Figure~ 1 and 2. This e~bodiment differ~, however, in that vent oonduit 338 i~ c~nnec~ed directly to a top plate 352 ~f fuel Froce~or 330 rather than to a ~anifold connec*ed to ~he engine fuRl injection Eump. Orifice 340 i~
formed ~y the re~tri~ted in~ernal diameter o~ the bDre within ~op pla~e -~520 q~is o~nfiguration al~o el~}ninates the neae~sity sf Froviding a manifold as earlier ~escribed. This esr~dilrent ha~ advantage~ in ~hat the vent ~nduit aoTmection i6 ~asily prcvi~d merely t~y drilling and tapping top plate 352 of fuel ~oce~sor 330. ~ po~ential difiadvant~ge of ~
eso~odiment, however, is t~he fact t~at any conduits a~lcating fu~l prooessor 330 with fuel injection E~np 336 (no~ Eihc~n) i~ wt prwided with a vent and t~erefore ~ray n~t be efectively drained a~ter engine Ehut~wn. HoweverJ thi~ advantage may be insignificant if fuel clogging in that o~nduit LS unlikely due to ~ther factors, such as it ~eing in an encloEed warm~d cavity or wher~P ~e oon~it is very ~hort in length between these a~mponent~. }~xl proce~or 330 ~3hawn in Figure 5 i~ o~ a t~pe de~cribed ~ sued U.S. Patent N~. 4,428,351 and includes for illustrative purposes particulate filter 358, drain valve 360, ~rsion heater 362, and ~Euel inlet and outlet port~ 364 and 366, respectively.
~owever, other type~ o fuel proces~ors o~uld be als~ em~c~ed in o~nj~ction with this embodiment R ~he invention.
~ ile Ereferred ~nbodimer~lts o~ the invention ha~re been de~cribed herein, it will be app~eciated that various modification~; and c~anges may be ~de without de~arting fran the spirit and ~cope o the appended claims.
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Claims (69)
1. A fuel delivery system for a combustion device comprising;
a fuel tank, a fuel supply conduit, a fuel pump for pumping fuel within said fuel supply conduit, and vent means for enabling purging of said fuel from said fuel supply conduit when said combustion device is inoperative, thereby, preventing waxing of said fuel with aid fuel supply conduit during prolonged periods of exposure to cold temperatures, said vent means further serving to remove gases from said fuel supply conduit when said fuel supply conduit is being primed with said fuel.
a fuel tank, a fuel supply conduit, a fuel pump for pumping fuel within said fuel supply conduit, and vent means for enabling purging of said fuel from said fuel supply conduit when said combustion device is inoperative, thereby, preventing waxing of said fuel with aid fuel supply conduit during prolonged periods of exposure to cold temperatures, said vent means further serving to remove gases from said fuel supply conduit when said fuel supply conduit is being primed with said fuel.
2. A fuel delivery system according to Claim 1 wherein said fuel tank includes heater means for warming said fuel.
3. A fuel delivery system according to Claim 1 wherein said fuel tank is divided into a main fuel reservoir section and a fuel heating section and further comprising heating means within said fuel heating section.
4. A fuel delivery system according to Claim 1 further comprising fuel processor means within said supply conduit for heating said fuel and removing water therefrom.
5. A fuel delivery system according to Claim 1 wherein said fuel processor further includes a particulate filter element.
6. A fuel delivery system according to Claim 1 wherein said vent means comprises, a manifold connected to the outlet of said fuel supply conduit and vent conduit connected to said manifold and said fuel tank.
7. A fuel delivery system according to Claim 6 wherein said vent conduit connects to said tank to communicate with region of said tank above the level of said fuel.
8. A fuel delivery system according to Claim 6 wherein said manifold includes a first port for the conduction of fuel to said combustion device, said first port located in a lower region of said manifold, said manifold further including a second port in communication with said vent conduit, said second port located above said first port whereby gases discharged form said fuel supply conduit tend to flow to said second port and liquids discharged form said fuel supply conduit tend to flow to said first port.
9. A fuel delivery system according to Claim 6 wherein said vent means further comprises restrictor means in said vent conduit whereby fuel pressure exists in said manifold when said fuel pump is energized to supply said fuel to said combustion device.
10. A fuel delivery system according to Claim 9 wherein said restrictor means comprises an orifice.
11. A fuel delivery system according to Claim 9 wherein said restrictor means comprises a controllable valve.
12. A fuel delivery system according to Claim 1 wherein said vent further comprises a tank vent which vents said fuel tank to the atmosphere.
13. A fuel delivery system according to Claim 1 wherein said fuel pump is operable to forceably supply fuel to said fuel supply conduit and to purge said duel supply conduit of said fuel.
14. A fuel delivery system according to Claim 13 wherein said pump is a positive displacement type.
15. A fuel delivery system according to Claim 1 wherein said vent comprises a vent conduit connected to a port within an upper portion of said fuel processor.
16. A fuel delivery system according to Claim 15 wherein said vent means further comprises restrictor means in said vent conduit whereby fuel pressure exists in said manifold when said fuel pump is energized to supply said fuel to said combustion device.
17. A fuel delivery system according to Claim 16 wherein said restrictor means comprises an orifice.
18. A fuel delivery system according to Claim 16 wherein said restrictor means comprises a controllable valve.
19. A fuel delivery system according to Claim 1 wherein said vent means comprises; a manifold connected to the outlet of said fuel supply conduit and a vent valve connected to said manifold which vents gases from said fuel supply conduit when said fuel supply conduit is primed and vents gases into said fuel supply conduit when said fuel supply conduit is being purged.
20. A fuel delivery system according to Claim 4 wherein said vent means comprises; a vent valve connected to said fuel processor which vents gases from said fuel supply conduit when said fuel supply conduit is primed and vents gases into said fuel supply conduit when said fuel supply conduit is being purged.
21. A fuel delivery system according to Claim 1 wherein said fuel supply conduit is oriented such that, upon de-energization of said combustion device, said fuel supply conduit is purged of said fuel by gravity force.
22. A fuel delivery system according to Claim 1 further comprising control means which causes said fuel pump to operate to prime said fuel supply conduit prior to starting of said combustion device.
23. A fuel delivery system according to Claim 11 further comprising control means which dose said valve after priming of said fuel supply conduit, and opens said valve when said ccombustion device is shut
24. A fuel delivery system according to Claim 13 further comprising control means which causes said fuel pump to supply fuel to said fuel supply conduit prior to starting of said combustion device and causing said fuel pump to purge said fuel supply conduit after said combustion device is shut down.
25. A feul delivery system according to Claim 18 further comprising control means which close said valve after priming of said feul supply conduit, and opens said vlave when said combustion device is shut off to enable purging of said fuel supply conduit.
26. A fuel delivery system according to Claim 19 further comprising control means which closes said valve after priming of said fuel supply conduit, and opens said valve when said combustion device is shut off to enable purging of said fuel supply conduit.
27. A fuel delivery system for a combustion device comprising a fuel tank, fuel beating means disposed in said fuel tank, a manifold connected to said engine, a fuel supply conduit communicating said fuel tank fuel with said manifold, a fuel pump for pumping fuel within said fuel supply conduit, a vent conduit communicating said manifold with said fuel tank, said vent conduit enabling purging of said fuel from supply conduit when said combustion device is inoperative thereby preventing waxing of said fuel within said fuel supply conduit during prolonged periods of exposure to cold ambient temperatures and venting said fuel supply conduit when said combustion device is energized, thereby removing gases within said fuel supply conduit, and restriction means for restricting flow of fuel in said vent conduit whereby providing fuel pressure at said manifold when said fuel pump is energized.
28. A fuel delivery system according to Claim 27 wherein said fuel tank is divided into a main fuel reservoir section and a fuel heating section and further comprising heating means within said fuel heating section.
29. A fuel delivery system according to Claim 27 wherein said vent conduit connects to said tank to communicate with a region of said tank above the level of said fuel.
30. A fuel delivery system according to Claim 27 wherein said manifold includes a first port for the conduction of said fuel to said combustion device, said first port located in a lower region of said manifold, said manifold further including a second pot in communication with said vent conduit, said second port located above said first port whereby gases discharged from said fuel supply conduit ten to flow to said second port and liquids discharged from said fuel supply conduit tend to flow to said first port.
31. A fuel delivery system for a combustion device according to Claim 27 wherein said restriction means comprises an orifice.
32. A fuel delivery system for a combustion device according to Claim 27 wherein said restriction means comprises a controllable valve.
33. A fuel delivery system for a combustion device according to claim 27 further comprising a tank vent which cent said fuel tank to the atmosphere.
34. A fuel delivery system according to Claim 27 wherein said fuel supply conduit is oriented such that, upon de-energization of said combustion device, said fuel supply conduit is purged of said fuel by gravity force.
35. A fuel delivery system for a combustion device according to Claim 27 wherein said fuel pump is operable to forceably supply fuel to said fuel supply conduit and to evacuate said fuel supply conduit, and to purge said fuel supply conduit of said.
36. A fuel delivery system for a combustion device according to Claim 35 wherein said pump is a positive displacement type.
37. A fuel delivery system for a combustion device according to Claim 27 further comprising control means which closes said valve after priming of said fuel supply conduit, and opens said valve when said combustion device is shut off to enable purging of said fuel supply conduit.
38. A fuel delivery system for a combustion device according to Claim 13 further comprising control means which causes said fuel pump to supply fuel to said fuel supply conduit prior to starting of said combustion device and causing said fuel pump to purge said fuel supply conduit after said combustion device is shut down.
39. A fuel delivery system for a combustion device comprising;
a fuel tank, fuel heating means disposed in said fuel tank, a fuel processor having and inlet and an outlet, said outlet connected to said combustion device, a fuel supply conduit communicating said fuel tank section with said fuel processor inlet, a fuel pump for pumping fuel within said fuel supply conduit, a vent conduit communicating said fuel processor with said fuel tank, said vent conduit enabling purging of fuel from said fuel supply conduit when said combustion device is inoperative, thereby preventing waxing of said fuel within said fuel supply conduit during prolonged periods of exposure to cold temperatures and venting said fuel supply conduit when said combustion device is energized, thereby removing gases within said fuel supply conduit, and restriction means for restricting flow of said fuel in said vent conduit whereby providing fuel pressure at said fuel processor outlet when said fuel pump is pumping fuel within said fuel supply conduit.
a fuel tank, fuel heating means disposed in said fuel tank, a fuel processor having and inlet and an outlet, said outlet connected to said combustion device, a fuel supply conduit communicating said fuel tank section with said fuel processor inlet, a fuel pump for pumping fuel within said fuel supply conduit, a vent conduit communicating said fuel processor with said fuel tank, said vent conduit enabling purging of fuel from said fuel supply conduit when said combustion device is inoperative, thereby preventing waxing of said fuel within said fuel supply conduit during prolonged periods of exposure to cold temperatures and venting said fuel supply conduit when said combustion device is energized, thereby removing gases within said fuel supply conduit, and restriction means for restricting flow of said fuel in said vent conduit whereby providing fuel pressure at said fuel processor outlet when said fuel pump is pumping fuel within said fuel supply conduit.
40. A fuel delivery system according to Claim 39 wherein said restrictor means comprises and orifice.
41. A fuel delivery system according to Claim 39 wherein said restriction means comprises a controllable valve.
42. A fuel delivery system for a combustion device according to Claim 39 wherein said fuel tank includes heater means for warming said fuel.
43. A fuel delivery system for a combustion device according to Claim 9 wherein said fuel tank is divided into a main fuel reservoir section and a fuel heating section and further comprising heating means within said fuel heating section.
44. A fuel delivery system for a combustion device according to Claim 39 wherein said vent conduit connects to said tank to communicate with a region of said tank above the level of said fuel.
45. A fuel delivery system according to Claim 39 wherein said vent means further comprises a tank vent which vents said tank to the atmosphere.
46. A fuel delivery system according to Claim 39 wherein said fuel pump is operable to forceably supply fuel to said fuel supply conduit and to purge said fuel supply conduit of said fuel.
47. A fuel delivery system according to claim 46 wherein said pump is a positive displacement type.
48. A fuel delivery system according to Claim 39 wherein said fuel supply conduit is oriented such that, upon de-energization of said combustion device, said fuel supply conduit is purged of said fuel by gravity force.
49. A fuel delivery system according to claim 39 further comprising control means which causes said fuel pump to operate to prime said fuel supply conduit prior to starting of said combustion device.
50. A fuel delivery system according to Claim 41 further comprising control means which closes said valve after priming of said fuel supply conduit, and opens said vlave when said combustion device is shut off to enable purging of said fuel supply conduit.
51. A fuel delivery system according to Claim 46 further comprising control means which causes said fuel pump to supply fuel to said fuel supply conduit prior to starting of said combustion device and causing said fuel pump to purge said fuel supply conduit after said combustion device is shut down.
52. A fuel delivery system for a combustion device comprising;
a fuel tank, fuel heating means disposed in said fuel tank, a fuel supply conduit communicating said fuel tank with said combustion device, a vent valve connected to said fuel supply conduit adjacent said combustion device to vent said fuel supply conduit when said combustion device is de-energized thereby enabling draining of said fuel in said fuel tank thereby preventing waxing of said fuel within said fuel supply condut during prolonged periods of exposure to cold temperatures and venting said fuel supply conduit when said combustion device is energized, thereby removing cases within said fuel supply conduit.
a fuel tank, fuel heating means disposed in said fuel tank, a fuel supply conduit communicating said fuel tank with said combustion device, a vent valve connected to said fuel supply conduit adjacent said combustion device to vent said fuel supply conduit when said combustion device is de-energized thereby enabling draining of said fuel in said fuel tank thereby preventing waxing of said fuel within said fuel supply condut during prolonged periods of exposure to cold temperatures and venting said fuel supply conduit when said combustion device is energized, thereby removing cases within said fuel supply conduit.
53. A fuel delivery system according to Claim 52 wherein said vent means further comprises a tank vent which vents said tank to the atmosphere.
54. A fuel delivery system according to Claim 52 wherein said fuel pump is operable to supply fuel to said fuel supply conduit and to evacuate said fuel supply conduit which, in conjunction with said vent means, causes draining of said fuel supply conduit.
55. A fuel delivery system according to Claim 54 wherein said pump is a positive displacement type.
56. A fuel delivery system according to Claim 52 wherein said fuel supply conduit is oriented such that, upon de-energization of engine, said fuel pump becomes de-energized and said fuel within said fuel supply conduit drains to said fuel tank by gravity force.
57. A fuel pickup for a fuel delivery system for a combustion device comprising;
a fuel tank, a flexible pickup tube having a free inlet end disposed within said tank, and a float connected to said inlet end of said tube, said float having a density slightly greater than said fuel whereby said float positions this inlet end near the upper level of said fuel.
a fuel tank, a flexible pickup tube having a free inlet end disposed within said tank, and a float connected to said inlet end of said tube, said float having a density slightly greater than said fuel whereby said float positions this inlet end near the upper level of said fuel.
58. A method of preventing fuel clogging in a fuel supply conduit of a combustion device due to exposure to low temperature comprising the steps of;
providing a vent means for said fuel supply conduit, purging said fuel supply conduit of fuel when said combustion device is inoperative, said vent means a acting to supply gas to said fuel supply conduit during said purging step, whereby fuel is removed from said fuel supply conduit and is therefore not subjected to waxing or clogging therein, and priming said fuel supply conduit with said fuel prior to starting of said combustion device, said vent means acting to provide an escape for gases trapped in said fuel supply conduit whereby said fuel is supplied to said combustion device.
providing a vent means for said fuel supply conduit, purging said fuel supply conduit of fuel when said combustion device is inoperative, said vent means a acting to supply gas to said fuel supply conduit during said purging step, whereby fuel is removed from said fuel supply conduit and is therefore not subjected to waxing or clogging therein, and priming said fuel supply conduit with said fuel prior to starting of said combustion device, said vent means acting to provide an escape for gases trapped in said fuel supply conduit whereby said fuel is supplied to said combustion device.
59. The method according to Claim 58 further comprising; heating said fuel prior to priming of of said fuel supply conduit.
60. The method according to Claim 58 wherein said vent means continually vents said fuel supply conduit whereby gases within said fuel supply conduit are vented therefrom.
61. The method according to Claim 58 further comprising the step of;
providing a fuel tank and said vent means comprising a conduit which communicates said fuel supply conduit with said fuel tank.
providing a fuel tank and said vent means comprising a conduit which communicates said fuel supply conduit with said fuel tank.
62. The method according to Claim 58 further comprising;
restricting flow within said vent conduit whereby fuel pressure may be supplied to said combustion device.
restricting flow within said vent conduit whereby fuel pressure may be supplied to said combustion device.
63. The method according to Claim 58 further comprising;
providing a valve in said vent conduit and opening said valve during said purging step, and closing said valve when said fuel supply conduit is fully primed.
providing a valve in said vent conduit and opening said valve during said purging step, and closing said valve when said fuel supply conduit is fully primed.
64. A method of preventing fuel clogging in a fuel supply conduit of a combustion device due to exposure to low temperatures comprising the steps of;
providing a vent means for said fuel supply conduit, providing a fuel pump adapted to pressurize and evacuate said fuel supply conduit, purging said fuel supply conduit of said fuel when said combustion device is inoperative by causing said fuel pump to purge said fuel supply conduit said vent means acting to supply gas to said fuel supply conduit during said purging whereby fuel is removed from said fuel supply conduit and is therefore not subject to waxing or clogging, and priming said fuel supply conduit with fuel prior to starting of said action device, said vent means acting to provide an escape for gases trapped in said fuel supply conduit whereby liquid fuel is supplied to aid combustion engine.
providing a vent means for said fuel supply conduit, providing a fuel pump adapted to pressurize and evacuate said fuel supply conduit, purging said fuel supply conduit of said fuel when said combustion device is inoperative by causing said fuel pump to purge said fuel supply conduit said vent means acting to supply gas to said fuel supply conduit during said purging whereby fuel is removed from said fuel supply conduit and is therefore not subject to waxing or clogging, and priming said fuel supply conduit with fuel prior to starting of said action device, said vent means acting to provide an escape for gases trapped in said fuel supply conduit whereby liquid fuel is supplied to aid combustion engine.
65. The method according to Claim 64 further comprising; heating said fuel prior to priming of said fuel supply conduit.
66. The method according to Claim 64 wherein said vent means continually vents said fuel supply conduit whereby gases within said fuel supply conduit are vented therefrom.
67. The method according to Claim 64 further comprising the step of;
providing a fuel tank and said vent means comprising a conduit which communicates said fuel supply conduit with said fuel tank.
providing a fuel tank and said vent means comprising a conduit which communicates said fuel supply conduit with said fuel tank.
68. The method according to Claim 64 further comprising;
restricting flow within said vent conduit whereby fuel pressure may be supplied to said combustion device.
restricting flow within said vent conduit whereby fuel pressure may be supplied to said combustion device.
69. The method according to Claim 64 further comprising;
providing a valve in said vent conduit and opening said valve during said purging step, and closing said valve when said fuel supply conduit is fully primed.
providing a valve in said vent conduit and opening said valve during said purging step, and closing said valve when said fuel supply conduit is fully primed.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US06/679,375 US4706636A (en) | 1984-12-06 | 1984-12-06 | Purge and prime fuel delivery system and method |
| US679,375 | 1984-12-06 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1255170A true CA1255170A (en) | 1989-06-06 |
Family
ID=24726671
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000488650A Expired CA1255170A (en) | 1984-12-06 | 1985-08-14 | Purge and prime fuel delivery system and method |
Country Status (4)
| Country | Link |
|---|---|
| US (1) | US4706636A (en) |
| EP (1) | EP0186262A1 (en) |
| JP (1) | JPS61140720A (en) |
| CA (1) | CA1255170A (en) |
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| GB2224541A (en) * | 1988-11-04 | 1990-05-09 | Ford Motor Co | Fuel pipes for diesel engines |
| US4903672A (en) * | 1989-02-27 | 1990-02-27 | General Motors Corporation | Fuel tank overfill prevention |
| SE464825B (en) * | 1989-09-27 | 1991-06-17 | Volvo Ab | DEVICE IN A BURNING SYSTEM A OPERATING COMBUSTION ENGINE |
| US5010913A (en) * | 1990-01-10 | 1991-04-30 | General Electric Co. | Fluid bleed apparatus |
| IE67000B1 (en) * | 1990-09-19 | 1996-02-21 | Wardoken Holdings Limited | Internal combustion engines |
| KR930005319Y1 (en) * | 1991-08-21 | 1993-08-13 | 삼성전자 주식회사 | Fuel tank for oil heater |
| US5307782A (en) * | 1992-03-16 | 1994-05-03 | Davco Manufacturing Corporation | Combined pressure wave suppressor, air/vapor purge and check valve |
| US5682661A (en) * | 1993-12-30 | 1997-11-04 | Hurner; Erwin E. | Fuel system with sight-glass |
| US5534161A (en) * | 1994-12-16 | 1996-07-09 | Cummins Engine Company, Inc. | Automatic water drain and priming pump for fuel systems |
| US5535724A (en) * | 1995-08-23 | 1996-07-16 | Davco Manufacturing L.L.C. | Fuel pulsation dampener |
| JP2943980B2 (en) * | 1997-07-24 | 1999-08-30 | 本田技研工業株式会社 | Gas fuel piping system |
| US6098601A (en) * | 1998-11-23 | 2000-08-08 | General Motors Corporation | Fuel vapor storage and recovery apparatus and method |
| US6911894B2 (en) * | 1998-12-07 | 2005-06-28 | Honeywell International Inc. | Sensor package for harsh environments |
| US6273214B1 (en) * | 1999-11-03 | 2001-08-14 | Eichelhardter Werkzeug-Und Maschienenbau Gmbh | Gear arrangement with lubricant supply |
| US6536217B2 (en) * | 2000-12-20 | 2003-03-25 | Honeywell Power Systems Inc. | Liquid fuel reverse purge |
| US8042771B2 (en) * | 2007-05-25 | 2011-10-25 | Karl F. Milde, Jr. | Method and apparatus for treating fuel to temporarily reduce its combustibility |
| BR0311989B1 (en) * | 2002-06-19 | 2012-12-11 | fuel injection system for an internal combustion engine. | |
| US7069916B2 (en) * | 2003-09-12 | 2006-07-04 | Toyota Jidosha Kabushiki Kaisha | Evaporative fuel treatment apparatus for internal combustion engine |
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| US7857971B2 (en) * | 2006-12-20 | 2010-12-28 | Del Pino Suarez Carlos | Filter fuel assembly |
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| EP2655856B1 (en) * | 2010-12-22 | 2019-10-02 | Volvo Lastvagnar AB | Fuel injection system comprising a high-pressure fuel injection pump |
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| SE537172C2 (en) * | 2013-06-13 | 2015-02-24 | Scania Cv Ab | Combustion engine fuel system, internal combustion engine with such a fuel system, vehicles with such a fuel system and a method for reducing the risk of malfunctioning fuel caused by paraffin fuel in a fuel system |
| US10287909B2 (en) * | 2015-05-29 | 2019-05-14 | Pratt & Whitney Canada Corp. | Method and kit for preserving a fuel system of an aircraft engine |
| US11885287B2 (en) * | 2021-07-09 | 2024-01-30 | Rtx Corporation | De-preserving a fuel system of a turbine engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
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| US1195764A (en) * | 1916-08-22 | of paris | ||
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| US3768730A (en) * | 1971-04-29 | 1973-10-30 | Int Research & Dev Co Ltd | Fuel pre-heater |
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| DD130166B1 (en) * | 1977-03-07 | 1980-03-19 | Hans Berg | FUEL SYSTEM FOR AIR COMPRESSED INTERNAL COMBUSTION ENGINES! |
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| US4368716A (en) * | 1980-09-19 | 1983-01-18 | Davco, Inc. | Fuel processor apparatus for diesel powered vehicles |
| US4421090A (en) * | 1980-09-19 | 1983-12-20 | Davco, Inc. | Fuel processor apparatus for diesel engine powered vehicles |
| US4377149A (en) * | 1980-10-14 | 1983-03-22 | Deere & Company | Fuel temperature control system |
| US4495069A (en) * | 1981-07-27 | 1985-01-22 | Davco, Inc. | Drain system for fuel processor apparatus |
| US4395996A (en) * | 1981-10-16 | 1983-08-02 | Davco Incorporated | Fuel supply and conditioning means for diesel engines |
| DE3241065A1 (en) * | 1982-11-06 | 1984-05-10 | Matthäus 8314 Gangkofen Wagenhofer | Preheating device for diesel internal combustion engines |
-
1984
- 1984-12-06 US US06/679,375 patent/US4706636A/en not_active Expired - Fee Related
-
1985
- 1985-08-14 CA CA000488650A patent/CA1255170A/en not_active Expired
- 1985-09-11 EP EP85306473A patent/EP0186262A1/en not_active Withdrawn
- 1985-09-12 JP JP60200734A patent/JPS61140720A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| JPS61140720A (en) | 1986-06-27 |
| US4706636A (en) | 1987-11-17 |
| EP0186262A1 (en) | 1986-07-02 |
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