• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A gas fuel feeder (100) having a first mounting surface shaped and arranged to couple to a first wall of a charger (18); a first input, the first input (162) being an air input; a second input (106), the second input (106) being a gaseous fuel input; and a charge output (52). The charge output (52) provides a fuel-laden charge to an input of the charger (18). The feeder (100) has a first mounting position defining a first orientation of the second input relative to the charger. The feeder also has a second mounting position that defines a second orientation of the second input (106) relative to the charger (18) that is different than the first orientation.
    公开号:AT518934A2
    申请号:T9140/2016
    申请日:2016-04-14
    公开日:2018-02-15
    发明作者:
    申请人:Cummins Inc；
    IPC主号:
    专利说明:

    This application claims priority from U.S. Provisional Application No. 62 / 149,174 entitled Device and Method for Integrated Low Pressure Annular Gas Fuel Delivery filed on April 17, 2015, the entire disclosure of which is expressly incorporated herein by reference.
    FIELD OF THE DISCLOSURE The present invention relates generally to systems for introducing fuel into gas powered internal combustion engines, and more particularly to systems for supplying gaseous fuel to a charge stream in a manner that provides a consistent and even distribution therein.
    BACKGROUND Natural gas is sometimes used as a substitute fuel for gasoline and diesel oil. It has the ability to produce fewer combustion pollutants and reduce engine operating costs without complex emission control devices. Its expanded use would also reduce the rate of global fossil fuel consumption.
    The actual and complete combustion of natural gas in engines is supported by uniform distribution of the gaseous fuel (such as natural gas) within the charge air, so that several cylinders supplied by a common charge source experience a consistent and equal fuel supply.
    For this purpose, dedicated, independent mixing elements have been developed, which deliver the gaseous fuel into the load radially around a charge supply hose or line (for example a hump hose). These independent elements are relatively bulky and are screwed to the motor or other support structure in order to require a considerable amount of space. The screw connection is usually carried out via cast connecting bores in one or more of the mixing element and motor housing. These castings create fixed alignments between the mixing element, the motor housing, the gas source and the pipes in between. Accordingly, each mixing element / 31
    be individually designed for the engine on which it is to be used so that these pre-cast connections ensure proper assembly.
    There is therefore a need for a system and a method for mixing gaseous fuel which provides a reduced installation space and enables a flexible alignment of the mixer, so that a single unit can easily be adapted for use with multiple machines and orientations.
    SUMMARY In one embodiment of the present disclosure, a gas fuel feeder is provided. The gas fuel feeder includes a first mounting surface that is shaped and arranged to couple to a first wall of a charger; a first input, the first input being an air inlet; a second input, the second input being a gas-fuel input; and a charge outlet. The charge output delivers a fuel-containing charge to an input of the charger. The feeder has a first mounting position that defines a first orientation of the second input relative to the charger. The feeder also has a second mounting position that defines a second orientation of the second input relative to the charger that is different from the first relationship.
    In one aspect of this embodiment, the first mounting surface is a continuously adjustable mounting surface that allows an unlimited orientation of the second input relative to the charger. In another aspect, the gas-fuel feeder further includes a fixer means, the gas-fuel feeder being rotatable relative to the loader to allow multiple orientations of the second input, and the fixer means selectively sets the relative position of the gas-fuel feeder and the loader. In yet another aspect, the first wall of the charger is part of a charger insert. In yet another aspect, the second input is in communication with a fuel flow path that is at least partially defined within a housing of the gas fuel feeder, the fuel flow path further comprising the ers3 / 31 • ·· ···· ··· • · · · · · Surrounds the entrance. In a variant of this aspect, the fuel flow path provides an annular introduction of fuel into the gaseous charge received by the first input.
    In a further variant it is provided that the fuel flow path is connected to the first input via an annular gap which surrounds the first input. In yet another aspect, the gas-fuel feeder further includes a fuel flow path from the second inlet to the charge outlet, the fuel flow path having a first chamber with a chamber outlet that contacts the gas-fuel with gas from the first gas inlet . In a variant of this aspect, an entrance to the first chamber defines a first flow area and the chamber exit defines a second flow area that is larger than the first flow area.
    In another embodiment of the present disclosure, an apparatus is provided that includes a gas-fuel feeder that includes a fuel flow path that has a fuel inlet and a charger that cooperates with the gas-fuel feeder to flow the fuel to define ad within the gas fuel supply. In one aspect of this embodiment, the fuel flow path includes a fuel outlet where fuel exits the fuel flow path and mixes with air, with the charger cooperating with the gas fuel supply to define the fuel output. In a further aspect, the charger further comprises a charge suction bell with a bell wall, the bell wall forming a wall of the fuel flow path. In a variant of this aspect, the suction bell can be removed from the charger. According to yet another aspect, the gas-fuel feeder is rotatable relative to the charger, and rotation of the gas-fuel feeder changes the position of the fuel entry relative to the charger. In yet another aspect, the position of the fuel input of the gas fuel feeder is infinitely adjustable relative to the charger.
    In yet another embodiment of the present invention, a gas-fuel feeder is provided with a housing
    4/31 • ·· ···· ··· • · · · · · See that defines a fuel flow path from a fuel inlet to a fuel outlet, the housing having a bracket that couples the housing to a charger such that the Charger provides at least one wall that helps define the fuel flow path. In one aspect of this embodiment, the fuel outlet is annular. In a further aspect, the fuel outlet is defined between the housing and the at least one wall of the charger. In a variant of this aspect, the at least one wall of the charger is an air intake bell wall. According to yet another aspect, the housing provides a coupling element which provides for coupling the housing to the charger, the coupling element providing an attachment of the housing in order to provide an infinitely adjustable location of the fuel input while maintaining a constant fuel outlet.
    BRIEF DESCRIPTION OF THE DRAWINGS Figure 1 is a schematic illustration of an engine using an integrated gas-fuel feeder and turbocharger compressor.
    FIG. 2 is a perspective view of a first embodiment with an integrated gas fuel feeder and turbocharger compressor for use with the engine of FIG. 1.
    Figures 3a-b are front and side perspective views of the gas fuel feeder and turbocharger of Figure 2.
    [0015] Fig. 4 is an exploded view of the integrated gas fuel feeder and turbocharger compressor of FIG. 2.
    FIG. 5 is a cross-sectional view of the integrated gas fuel feeder and turbocharger compressor (compressor) of FIG. 2.
    5a is an enlarged detail view of part of FIG. 5.
    Fig. 6 is a perspective view of a second embodiment with an integrated gas fuel feeder and turbocharger compressor for use with the engine of Fig. 1.
    FIGS. 7a-b are front and side perspective views of the gas fuel feeder and turbocharger of FIG. 6.
    / 31
    Fig. 8 is an exploded view of the integrated gas-fuel feeder and turbocharger compressor of Fig. 6.
    Fig. 9 is a cross-sectional view of the integrated gas fuel feeder and turbocharger compressor of Fig. 6; and Fig. 9a is a view showing an enlarged portion of a part of Fig. 9
    DETAILED DESCRIPTION To aid in understanding the principles of the invention, reference will now be made to a number of embodiments shown in the drawings and a specific language will be used to describe them. However, it should be understood that this is not intended to limit the scope of the invention.
    1 shows a diagram of an exemplary embodiment of a system 10 for controlling the charge flow in a turbocharged internal combustion engine. The system 10 includes an internal combustion engine 12 having an intake manifold 14 that is fluidly coupled via an intake line 20 to an outlet of a compressor (compressor) 16 of a turbocharger 18, the compressor 16 having a compressor inlet that is coupled to an inlet line 22 to receive fresh ambient air. Optionally, as shown in dashed lines in FIG. 1, the system 10 can have an intake air cooler 24 of known design, which is arranged in-line, with an intake line 20 between the turbocharger compressor 16 and the intake manifold 14. The machine 12 is, for example, a motor , in which the charge (e.g. air) and fuel are mixed before the start of combustion (here referred to as premixed fuel). The engine 12 is, for example, an in-line cylinder engine as shown in FIG. In addition, although a turbocharger 18 is shown, a charger or any other gas charger may be used in its place.
    The turbocharger compressor 16 is mechanically and rotatably coupled via a drive shaft 28 to a turbocharger turbine 26, the turbine 26 including a turbine inlet which is fluidly coupled to an exhaust manifold 30 of the engine 12 via an exhaust pipe 32, and also a turbine outlet
    6/31 ·· ·· ········ • · · · · · • ·· ···· ··· • · · · · · which is in fluid communication with the environment via an exhaust pipe 34 . An EGR valve 36 is optionally arranged in-line with a fluidically coupled EGR line 38, which is connected at one end to the intake line 20 and at an opposite end to the exhaust line 32, and an EGR cooler 40 of a known type can optionally be arranged in-line be arranged with the EGR line 38 between the EGR valve 36 and the intake line 20, as shown in broken lines in Fig.l. The fuel introducer 100 is coupled to the turbocharger 18. Fuel, which is controlled by the fuel valve 44, is supplied to the fuel introducer 100. It will be understood that a fuel valve 44 may be connected to multiple fuel supplies for a multiple turbocharger 18 and a multiple internal combustion engine 12.
    Fig. 2 (as well as Figures 3a, 3b, 4, 5a) shows a first embodiment with an annular fuel introducer (feeder) 100, wherein the feeder 100 has a housing 102 that defines the turbocharger interface 104. Housing 102 also includes a number of chambers that define a flow path for air / charge and fuel. The turbocharger interface 104 is illustratively a plurality of surfaces (mounting surfaces) that abut or come close to the turbocharger 18 when the feeder 100 is installed. An annular seal 150 is provided to seal the interface between the feeder 100 and the turbocharger 18. While the ring seal 150 is shown arranged on a surface parallel to the direction of engagement (152), embodiments are provided in which the ring seal 150 is actually arranged in the adjacent surface perpendicular to the direction of engagement 152. Such an arrangement would provide a flat seal between the fuel introducer 100 and the turbocharger 18. Furthermore, embodiments are envisaged that use a corner seal.
    A marble clamp 154 is provided for engaging with inclined surfaces 156, 158 on the fuel feeder 100 and the turbocharger 18, respectively. Tightening the marble bracket 154 pulls the angled surfaces 156, 158 together to secure engagement of the fuel feeder 100 and turbocharger 18. The marble clamp 154 thus serves as a fixing agent to tighten the force 7/31 ·· ·· ········ · · · · · · · · · · • · · ♦ · ·· ··· · • · · · · · · · · ♦ · · · · to fix the material feeder 100 to the turbocharger 18. Furthermore, in at least one embodiment, tightening the marble clamp 154 to squeeze the ring seal 150 acts between the fuel feeder 100 and the turbocharger 18. When the fuel feeder 100 is so positioned on the turbocharger 18, the combination of fuel feeder 100 and compressor inlet 50 defines of turbocharger 18 combines the plurality of flow path chambers for both air / charge and fuel. Air / charge is typically provided via a hump hose (not shown) that sits and is secured around the bell 160 of the fuel feeder 100. Air / charge provided by the hump hose is then directed through an inner bore 162 of the bell 160 (which is contoured to act as a nozzle for desired flow properties) into the inner bore 52 of the compressor inlet 50 of the turbocharger 18. It should be noted that the present embodiment shows an inner bore 52 of the compressor inlet 50, which is defined by an insert 80 that allows its contour to be easily adjusted. It should also be noted that the fuel feeder 100 provides fuel supply downstream of the hump hose, rather than having the hump hose as an outlet for or “downstream of a fuel feeder. Furthermore, the compressor inlet 50 and the bell 160 act as air inlets or inlets for their respective parts (turbocharger 18, feeder 100).
    Similarly, fuel is supplied to the fuel introducer 100 via a hose coupled to the fuel inlet / inlet 106, the first portion of a fuel flow path being defined by the fuel feeder 100. The fuel inlet 106 is sized to have a cross-sectional area that is capable of supporting the greatest possible fuel flow required for the range of engines where the fuel feeder 100 can be used. The flow path continues over the ring volume 108. The fuel inlet 106 is coupled directly to the ring volume 108 via a transition section 110. The ring volume 108 surrounds the outer surface 54 of the compressor inlet. The ring volume 108 has a constant cross-sectional area, with the exception of the transition section
    8/31 ·· ·· ···· ···· · · »··· · ·· · • · · · ··· ··· · • · · · · · · • ♦ · ♦ · · · ·
    110, which is responsible for the transition from fuel inlet 106. The transition section 110 is, for example, an ellipse. The ellipse has the same flow cross-section of the inlet 106 so as not to represent a throttle location relative to it and to provide a continuous smooth flow and to maintain desired flow rates. The elliptical shape of the transition section 110 further enables a transition from the fuel inlet 106 to the ring volume 108 in a shorter space than would otherwise be required. Accordingly, the elliptical shape of the ring volume 108 contributes to the compact dimensioning of the fuel feeder 100. For example, an annular volume 108 is defined between the fuel feeder 100 and the outer surface 54 of the compressor inlet 50. The ring volume 108 is dimensioned such that it has a cross-sectional area that is half as large as the cross-sectional area of the fuel inlet 106. This dimensioning provides that the fuel entering the ring volume 108 is evenly distributed in both directions in order to close the compressor inlet 50 surround.
    The fuel flow path then continues through a first ring slot 112. The ring slot 112 is defined by a gap between the wall 114 and the outer surface 54 of the compressor inlet 50. The dimensioning of the ring slot 112 depends on the flow options of the fuel valve 44. Similarly, the fluidity of the fuel valve 44 is dependent on the properties of the fuel metered in the process. For example, if the fuel is natural gas, there are many compositions within the spectrum defined as natural gas. These compositions vary in the energy they contain (usually expressed as BTU). For a given engine and fuel, a mass flow of fuel is determined to provide desired engine operation. In particular, for a given top end operation of a particular engine, fuel valve 44 is sized to provide sufficient fuel to achieve the desired upper end performance. The dimensioning also takes into account whether the given fuel valve 44 for supplying one fuel feeder 100 or more fuel feeders 100 to 9/31
    · <• 0 ·· · · • · ' • • • ·· ·· • • • ·· * ··· • •• ••• • • * • ♦ • •
    is constant. The dimensioning of the ring slot 112 is such that its full cross-sectional area (perpendicular to the direction of flow that presents a ring) is slightly larger than the cross-sectional area of a “fully open position of the fuel valve 44. It should be noted that when the fuel valve 44 feeds a plurality of fuel feeders 100, the sum of the areas of the ring slots 112 of all the fuel feeders 100 fed is the amount, the amount that is slightly larger than the effective cross-sectional area (flow areas) of a fully open position of the fuel valve 44.
    It should be noted that the length of the wall 114 is changed (machined) to achieve the different dimensions of the first ring slot 112. As such, the dimensioning of the first ring slot 112 is not the most restrictive element in the fuel flow path (the fuel valve 44 is inevitably more restrictive). It should also be noted that if the first annular slot 112 is much larger than its corresponding portion of the flow area of the fuel valve 44, a disproportionate amount of fuel could pass to cross the portion of the first annular slot 112 near the fuel inlet 106 instead of the fuel urge to fill the annular volume 108 and provide a more annularly uniform distribution of fuel within the annular volume 108 and through the first annular slot 112. In the present example, the flow range of the first ring slot 112 is approximately 5% larger than the flow range given by the completely open setting of the fuel valve 44.
    [0032] After passing through the first ring slot 112, the fuel flow path continues into the second ring volume 116. The second ring volume 116 is defined between the housing 102 and the compressor inlet 50. The cross-sectional area of the second annular volume 116, for example, at least 40% of the cross-sectional area of the ring volume 108.
    The ring volume 108 flows against the second ring volume 116 via the first ring slot 112. It should be noted that if the flow is primarily directed in the direction directly from the ring volume 108 to the first ring slot 112 (opposite 152), one
    10/31
    Part of the flow is present that moves in a ring due to the flow within the annular volume 108 that begins at the fuel inlet 106. The second annular volume 116 acts as a buffer, which receives the flow through the first annular slot 112 and then forces the fuel held within the second annular volume 116 out of the second annular slot 118. The second annular slot 118 functions as an outlet of the second annular volume 116. The flow from the second annular slot 118 is less likely to have an annular component by rotating the flow approximately 135 degrees. As such, there is no linear flow path that would maintain the inertia of a flow with an annular portion. The flow supplied to the second ring slot 118 is in a direction that is primarily free of an annular (rotating) component.
    Accordingly, when the fuel passes through the second ring slot 118 into the inner bore 162 of the bell 160, a more evenly distributed fuel inflow is provided. This results in a more uniform distribution of fuel within the charge flow. A more uniform fuel distribution leads to a more uniform combustion, instead of a varying combustion, which can represent loads on the engine (such as cyclically tiring loads on a compressor wheel / blade). It should also be understood that an area just outside the second ring slot 118 acts as the outlet of the feeder 100, which provides a fuel-containing charge to the compressor inlet 50, which is an inlet of the charger 18. As also shown in FIG. 5 a, inner ribs 120 are arranged within the second annular volume 116. The ribs 120 help stiffen the bell 160 and also serve to reduce the circumferential flow of fuel within the second annular volume 116. Thus, the ribs 120 also support the even distribution of fuel into the inner bore 162.
    As already mentioned, the fuel flow path is made up of the second ring volume
    116 through the second ring slot 118. The second ring11 / 31 • · · · ········ • · · · · · • ·· ···· ··· • · · · · · · slot 118 is generally relative at an angle (α) directed to the central axis 56 of the compressor inlet 50, which generally represents the direction of flow of air / charge in the compressor inlet. The angle of the second ring slot 118 is selected so that incoming fuel mixes with air with little turbulence. Like the first ring slot 112, the second ring slot 118 has a width defined by the gap between the housing 102 and the compressor inlet 50. The dimensioning of the second ring slot 118 is chosen between 20 30% larger than the area defined by the first ring slot 112. The flow area of the second ring slot 118 is 25% larger than the flow area of the first ring slot 112. It is intended that the flow area of the second ring slot 118 is up to 5% larger than the flow area of the first ring slot 112 and at an upper end through the Flow area is limited, which is still able to maintain a substantially uniform flow around the full circumference. The enlargement of the flow cross section from the first ring slot 112 to the second ring slot 118 in turn ensures that downstream elements do not provide any restriction or restriction with respect to the first ring slot 112 or the fuel valve 44. It should also be noted that as fuel progresses down a flow path, the pressure drops. By increasing the flow cross-section, the reduced pressure is at least partially compensated in order to achieve a more even flow.
    The second ring slot 118 in turn assumes approximately a 45 degree angle with respect to the air / charge flow. Embodiments with an even smaller angle are conceivable, in that a smaller angle is more in line with the flow of the air / charge and is therefore less likely to interfere and / or have turbulence. Again, the angular (non-right-angled) introduction of fuel into the air / charge stream increases the uniformity of the fuel mixture.
    It should be noted that due to the type of interface of the fuel feeder 100 to the turbocharger 18, the fuel feeder 100 can be rotated relative to the latter. Again it will
    12/31 ·· · · ······· * • · · · ·· • · · ······· • · · · ·· • · · · ·· the marble clamp 154 tightened to the Secure fuel feeder 100 accordingly to the turbocharger 18. A single configuration of the fuel introducer 100 accordingly offers flexibility to accommodate a fuel hose coming from any direction, instead of requiring customer-specific shaping of the fuel feeder 100 or special guidance of a fuel hose. For a given position of the turbocharger 18 with specific locations of the charge outlet and exhaust gas inlet, the orientation of the fuel feeder 100 (specifically the fuel inlet 106) is infinitely adjustable. The fuel feeder 100 is rotatable relative to the turbocharger 18 to allow an infinite number of angular orientations for the fuel inlet 106 on the turbocharger 18. E.g. For example, the fuel feeder 100 may have a first mounting position that defines a first orientation of the fuel inlet 106 relative to the turbocharger 18, and the fuel feeder 100, when rotated, may have a second mounting position that has a second orientation of the fuel inlet 106 relative to the turbocharger Defined turbocharger 18, which differs from the first orientation.
    For a given application on a particular engine, it is expected that a certain known angle will be desired. Accordingly, embodiments are provided in which a flat surface is provided on an outer surface of the housing 102. This surface (not shown) is positioned so that it would be flush when the fuel feeder 100 is properly (rotationally) positioned on the turbocharger 18. A fitter could attach a leveling instrument (spirit level, spirit level, etc.) to the level surface in order to be able to confirm correct alignment of the fuel feeder 100 on the turbocharger 18. The marble clamp 154 is tightened to lock the placement. Likewise, other indexing elements, such as indexing marks, can be cast or otherwise placed on the fuel feeder 100 in order to be able to ensure a desired rotational position by aligning with similar markings on the turbocharger 18 or otherwise.
    [0038] Furthermore, since the compressor inlet 50 forms walls of chambers (volumes) 108, 116 of the fuel feeder 100, takes
    13/31 • · · ········ • · · · ·· • ·· ······· • · · · ·· • · ♦ · ··· the fuel feeder 100 less space than a separate, own fuel feeder. The orientation described eliminates the need for a hose from an outlet of the fuel feeder 100 to the compressor inlet 50. The present design is thus a compact design that is efficient in terms of the use of space within an engine housing.
    The connection of the fuel feeder 100 to the turbocharger 18 also provides the entire connection support required for mounting the fuel feeder 100. In other words, the fuel feeder 100 does not require a separate connection or support for its assembly within an engine housing.
    A second embodiment of the fuel introducer 100 'is shown in FIGS. 6-9a. The main difference between the two embodiments is that the turbocharger 18 'of the second embodiment includes an adapter / insert 200. The adapter 200 includes an inlet channel 50 '. Like the compressor inlet 50, at least a portion of the inlet duct 50 'acts as a wall 254 that helps define a fuel flow path. The feeder 100 has a fixed outer wall 54 and receives an insert 80 for adapting the inner bore 52, the feeder 100 provides an adapter 200 which provides for an adaptation of both the outer wall 254 and the inner bore 252. The adapter 200 includes a turbocharger interface 104 'which is coupled to the turbocharger 18' via the marble clamp 154 and the seal 150. The adapter 200 also has a feed interface 204 which is coupled to the feed device 100 'via the marble clamp 154' and the seal 150 '. The adapter 200 provides a consumer individualization of the inlet channel 50 ′ for various uses.
    The feeder 100 'in turn includes various walls for providing a fuel inlet 106', the first ring volume 108 ', the first annular slot 112', the second annular volume 116 'and the second annular slot 118'. Each of fuel inlet 106 ', first ring volume 108', first ring slot 112 ', second ring volume 116', and second annular slot 118 'are all using the same dimensioning and function considerations
    14/31 • · · · ········ • · · ·· · • · · · · · · ··· • · · · ·· • · · · ·· trained as they are related to the first embodiment of the feeder 100 are described. The foregoing detailed description and examples described therein are for purposes of illustration and description only and are not intended to be limiting.
    The operations described can be carried out, for example, in any suitable manner. The process steps can be carried out in any suitable order, which nevertheless provides the described operation and the results. It is therefore intended that the present embodiments cover any and all modifications, variations, or equivalents that fall within the spirit and scope of the underlying principles disclosed and claimed herein.
    权利要求:
    Claims (20)
    [1]
    1. Gas fuel feeder comprising:
    a first mounting surface shaped and arranged for coupling to a first wall of a charger;
    a first input, the first input being an air inlet;
    a second input, the second input being a gaseous fuel input; and a charging output, the charging output delivering a fuel-containing charge to an input of the charger; wherein the feeder has a first mounting position that defines a first orientation of the second input relative to the charger, the feeder has a second mounting position that defines a second orientation of the second input relative to the charger that is different from the first orientation.
    [2]
    2. The gas-fuel feeder of claim 1, wherein the first mounting surface is a continuously adjustable mounting surface that allows unlimited orientations of the second input relative to the charger.
    [3]
    3. The gas-fuel feeder of claim 1, further comprising a fixer, the gas-fuel feeder being rotatable relative to the loader to allow multiple orientations of the second input, and the fixer selectively the relative position of the gas -Fuel feeder and the charger.
    [4]
    4. The gas-fuel feeder of claim 1, wherein the first wall of the charger is part of a charger insert.
    [5]
    5. The gas-fuel feeder of claim 1, wherein the second input is in communication with a fuel flow path that is at least partially defined within a housing of the gas-fuel feeder, the fuel flow path also surrounding the first input.
    [6]
    6. The gas-fuel feeder according to claim 5, wherein the fuel flow path enables an annular introduction of fuel into gas charge received by the first input.
    16/31 • · · ········ • · · · · · • ·· ···· ···
    [7]
    7. The gas-fuel feeder of claim 5, wherein the fuel flow path is connected to the first input via an annular gap that surrounds the first input.
    [8]
    8. The gas-fuel feeder of claim 1, further comprising a fuel flow path from the second entrance to the charge exit, the fuel flow path having a first chamber with a chamber exit that contacts the gaseous fuel with gas from the first gas entrance.
    [9]
    9. The gas-fuel feeder according to claim 8, wherein an inlet of the first chamber defines a first flow area and the chamber outlet defines a second flow area that is larger than the first flow area.
    [10]
    10. Device with:
    a gas-fuel feeder having a fuel flow path with a fuel inlet; and a charger that cooperates with the gas fueling device to define the fuel flow path within the gas fueling device.
    [11]
    11. The apparatus of claim 10, wherein the fuel flow path has a fuel outlet where fuel exits the fuel flow path and mixes with air, the charger cooperating with the gas-fuel feeder to define the fuel output.
    [12]
    12. The apparatus of claim 10, wherein the charger further comprises a charge inlet bell having a bell wall, the bell wall forming a wall of the fuel flow path.
    [13]
    13. The apparatus of claim 12, wherein the suction bell is removable from the charger.
    [14]
    14. The apparatus of claim 10, wherein the gas-fuel feeder is rotatable relative to the charger, and rotation of the gas-fuel feeder changes the position of the fuel entry relative to the charger.
    [15]
    15. The apparatus of claim 10, wherein the position of the fuel entry of the gas-fuel feeder is continuously adjustable relative to the charger.
    [16]
    16. Gas-fuel feeder with:
    [17]
    17/31 a housing that defines a fuel flow path from a fuel inlet to a fuel outlet, the housing being a Has bracket that couples the housing to a charger so that the charger provides at least one wall that helps define the fuel flow path.
    17. A gas-fuel feeder according to claim 16, wherein the fuel outlet is shaped as a ring.
    [18]
    18. The gas-fuel feeder of claim 16, wherein the fuel outlet is defined between the housing and the at least one wall of the charger.
    [19]
    19. The gas-fuel feeder of claim 18, wherein the at least one wall of the charger is an air inlet bell wall.
    [20]
    20. The gas-fuel feeder of claim 16, wherein the housing provides a coupling element that ensures that the housing couples to the charger, the coupling element provides storage of the housing to an infinitely adjustable location of the fuel input while maintaining a constant Provides fuel outlet.
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    同族专利:
    公开号 | 公开日
    US10364774B2|2019-07-30|
    AT518934B1|2019-12-15|
    US20180135563A1|2018-05-17|
    AT518934A3|2019-05-15|
    WO2016168425A1|2016-10-20|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
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    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    US201562149174P| true| 2015-04-17|2015-04-17|
    PCT/US2016/027479|WO2016168425A1|2015-04-17|2016-04-14|Device and method for integrated annular low pressure gaseous fuel introduction|
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