ELECTRICALLY OPERATED GAS/OIL BURNER

Abstract

The invention is an electrically operated gas/oil burner which is the improved version of “Electronically Igniting Fuel Oil Burner” documented before Turkish Patent Institute with number of TR 2007 01880 U, and before French and German Patent Offices abroad. Its specification is to burn gas/oil, and to provide efficient burning (blue burning) by atomizing fuel oil.

Description

CROSS-REFERENCE TO RELATED APPLICATIONS

Not applicable.

STATEMENT REGARDING FEDERALLY SPONSORED RESEARCH OR DEVELOPMENT

Not applicable.

NAMES OF THE PARTIES TO A JOINT RESEARCH AGREEMENT

Not applicable.

INCORPORATION-BY-REFERENCE OF MATERIALS SUBMITTED ON A COMPACT DISC

Not applicable.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to the field of gas and oil burners. More particularly, the present invention relates to an electrically operated gas/oil burner.

2. Description of Related Art Including Information Disclosed Under 37 CFR 1.97 and 37 CFR 1.98.

Oil and gas burners are used in many applications. In each of these applications, the efficient burning of the oil/gas is of vital importance. Current classic systems carry out the burning by spouting air to the pulverized fuel oil and generally require preheating.

Efficient burning leads to greater heat and quicker cooking in applications such as ovens and gas ranges. It is important in these applications that the resulting flame contact a greater cooking surface. Efficient burning of the oil/gas also requires less fuel.

BRIEF SUMMARY OF THE INVENTION

The invention is an electrically operated gas/oil burner which is the improved version of “Electronically Igniting Fuel Oil Burner” documented before Turkish Patent Institute with number of TR 2007 01880 U, and before French and German Patent Offices abroad. Its specification is to burn gas/oil, and to provide efficient burning (blue burning) by atomizing fuel oil.

In the improved system the specification of burning with gas has been added differently from the system in current utility model documents in addition to the burning with oil.

BRIEF DESCRIPTION OF THE SEVERAL VIEWS OF THE DRAWINGS

FIG. 1 is a perspective view of an oven of the present invention.

FIG. 2 is a schematic view of the interior of the oven from the front surface.

FIG. 3 is a schematic view of the interior of the oven from the back surface.

FIG. 4 is a schematic, detailed view of the panel board from the inside.

FIG. 5 is a schematic view showing the regulator with the maximum-minimum control pin stopper.

FIG. 6 is a schematic view of the air regulating mechanism (regulator) of the present invention.

FIG. 7 is an exploded perspective view of the air regulating mechanism (regulator) of the present invention.

FIG. 8 is a perspective view of the burning group of the present invention.

FIG. 9 is a sectional view of the burning group of the present invention.

FIG. 10 is an exploded perspective view of the burning group of the present invention.

FIG. 11 shows schematic views of the flange of the present invention.

FIG. 12 is a perspective view of the atomizer of the present invention.

FIG. 13 is an exploded view of the atomizer of the present invention.

FIG. 14 is a sectional view of the atomizer of the present invention.

FIG. 15 is an isolated sectional view of the atomizer of the present invention.

FIG. 16 is a schematic flow diagram of the present invention.

DETAILED DESCRIPTION OF THE INVENTION

Process in the Current System

Carrying out the burning using fuel oil: Fuel oil coming from the fuel tank is burned by being decomposed to very little particles through compressed air from air reservoir (4) and the specially configured atomizer (20) without being subject to any preheating process. This process is called as atomization.

Decomposition of fuel oil is carried out in the atomizer (20) area in which air and fuel get together. Atomized fuel oil and air mixture begins to burn in blue color and without any carbon deposit by sparkplug (12) ignition. Burning is carried out vertically to the ground by the system, and thus the flame contacts directly the baking surface. This application is executed in systems without preheating for the first time, and it is efficient. Current classic systems carry out the burning by spouting air to the pulverized fuel oil.

When supplying diesel oil to the system, the air which comes from air tank (4) at 6-7 bars levels goes to the fuel tank (13) after being adjusted to around 2.5-5 bars by the air pressure regulator (6). Regulated air is converted to around 2-3 bars level by being regulated for a second time by the atomizer air pressure regulator (17), afterwards it is directed to the atomizer (20). To the both of the regulators' adjusting pin, gearwheels are mounted, and those gearwheels are equipped by a chain.

A single power adjusting button (7) carries out the pressure decrease to the desired levels in two different regulators. Adjusting button (7) controls the fuel tank regulator first. Rotation in the fuel tank air pressure regulator (6) rotates the atomizer regulator (17) by getting lower in a certain extent with the help of the gearwheel and chain. By this means, although the air going to the fuel tank is at around 2.5-5 bars, the air directed to the atomizer (20) is adjusted to at around 2-3 bars levels.

The oven works when pushing the start button (1). Initially some air is supplied for around 10 seconds. Meanwhile, the light sensor is on and spark plugs (12) carry out ignitions. After about 10 seconds, the system fules up, and atomized fuel oil burns with the help of sparkplug ignition. The system maintains the burn by stopping sparkplug (12) ignition by the light sensor which detects light. If no fuel oil gets to the system after 25-26 seconds, the diesel fuel is closed automatically. In case the flame is extinguished, the flame sensor (10) becomes on and cuts the circuit out.

With the help of compressed air, the fuel oil decomposed to very little particles in atomizer (20) passes through the venturi (22), and burning by sparkplug (12) it's directed to the flame tube. Over the flame tube detection flange (32) to which the venturi (22) is mounted by welding, some air holes (32.1) were made. Through the holes made (32.1), extra air from outside is provided. The provided air improves burning quality, prevents vacuum, and cools this area. The temperature is around 1200-1400 C in this area. Otherwise the electrical parts placed in this area (light sensor, sparkplug) will be effected by the temperature, and troubled.

The light sensor is mounted to the area in which air circulation occurs. Holes made to the underside of the venturi (22) were overlapped to allow the sensor to see the flame light. Other holes were made crosswise in order to prevent any light to reach to the sensor, and to provide a dark medium.

The flame in the flame tube is blue, and it moves forward in the tube. The flame tube (23) has a reflecting coniform part (24) at the top side. The flame contacts a larger cooking surface because of this directive piece.

The flame tube (23) gets warmer because of those flames passing through. This heating may harm the fuel tank, and other adjacent components. In order to keep it safe, a flame tube outside coverage (25) to the outside of the flame tube was used as a second wall. Some holes (26) were made to the upper part of the flame tube outside coverage, so the wall gap was ventilated.

Because of the continuous burning in the system, the fuel oil decreases, and when it comes to the level of (0.6-0.7) liter, the level float (43) becomes on, and shuts the system down automatically. The remaining 0.6-0.7 liter of oil in the fuel tank (13) will provide for a very proper stopping and starting process.

When the tank (4) becomes empty, it also causes the fuel oil in the tank (atomizer, fuel oil tubes, etc.) also to be ended. An totally empty system will carry an unbalanced burning start out. By having fuel oil in the system continuously, the first burning will be a proper one. Besides, because some diesel oil of 0.6-0.7 level will be remained in the fuel tank, no residue from the bottom of the tank will be included in the system. Remaining diesel oil in the fuel tank (13) will be drained through the fuel oil filling port.

When the air pressure becomes fewer than 2 bars, the oven gets closed automatically.

There is an orifice (20.7) in the atomizer (20), which regulates the amount of fuel oil.

System Working when Using Fuel Oil

The fuel oil and gas switch (52) is switched to fuel oil position. After pushing the start button (1) the system powers the control unit (3). The system control unit (3) powers the solenoid valve (8) which allows compressed air at 2.5-5 bars regulated by the power control button (7) through the regulator 1 (6) after coming from the air tank (4), and passing through the check valve (5). Here there is the monostat (9) which controls inflow air pressure (min. 2 bars) from the air tank (4). By switching all of the burner system control unit (3), flame sensor (10), and the ignition transformer (11) on at the same time, ignition sparkplugs (12) starts burning process.

Meanwhile, the air coming through the air valve (8) of the air tank flows to the fuel tank (13). The air in the fuel tank forces the present oil in the tank (13) to pass through the fuel filter (14), afterwards it drives that to the solenoid valve which allows to the oil. At the same time 2-3 bars of air came through the regulator 2 (17), and regulated by the chain (16) on the adjust mechanism, and the regulator 2 gearwheel (17) powers the atomizer valve (18). After 10 seconds of completing the pre-sweep process the system control unit (3) powers the fuel valve (15).

Compressed oil from the fuel valve (15) is directed to the atomizer through the oil transfer tube (19). Compressed oil is forced to pass through the orifice. Consequently the pressure of the fuel oil passing through the orifice (21) is removed, and fuel oil flows to the atomizer (20) freely. Fuel oil heading the atomizer (20) is decomposed to very little particles (atomization) by the compressed air between 2-3 bars, and it passes through the venturi (22) to be ignited by the sparkplugs (12). Current flame is directed to the cooking surface through the flame tube (23). The flame tube (23) has a flame distributor with a concave structure at the top side. The flame distributor (24) is placed on the flame distributor stand.

When the burner is working, there is an outside coverage (25) at the outer side of the flame tube (23) in order to minimize the thermal radiation. The flame tube outside coverage (25) has holes (26) at the upper part of it to provide air flow.

Burning Group

Atomizer (20) is mounted to the clutch flange (29) by screws, so do the flame sensor clutch flange (28) to the atomizer clutch flange (29); the sparkplug (12) to the sparkplug clutch flange (31); the sparkplug clutch flange (31) to the flame sensor clutch flange (28), and the flame tube connecting flange (32) to the sparkplug clutch flange (31). To the flame tube connecting flange (32) the venturi (22) has been welded.

All of the clutch flanges (28, 29, 31, 32) have air circulation holes on them (28.1, 29.1, 31.1, 32.1). Sparkplug holes (28.2, 31.2, 32.2) and flame sensor (10) holes (28.3, 31.3, 32.3) have been made to the atomizer clutch flange (29), flame sensor clutch flange (28), sparkplug clutch flange (31), and flame tube connecting flanges (32). The flame sensor holes (28.3, 31.3, 32.3) were made in line with sparkplug holes (28.2). The ventilation holes have been made crossways in order to keep the flame sensor (10) dark.

The flame tube (23) has been fixed to the flame tube connecting flange (32) firmly. The flame tube outside coverage (25) is mounted to the flame tube connecting flange (32) by screws. The flame distributor part (24) is put in the flame tube (23) through the flame distributor stand.

Air Regulating Mechanism

In the system, air which is compressed at different 2 levels is needed. The air leaving the air tank (4) at 6-7 bars is regulated to 2.5-5 bars by the regulator 1 (6). The air at 2.5-5 bars is decreased again to 2-3 bars by regulating its pressure by the regulator 2 (17). This process is carried out by a single power control switch (7). The chain (16) and gearwheel (41) group causes the rotation of the regulator 2 (17).

There are a maximum adjusting pin (39) and minimum adjusting pin (38) on the regulator adjusting part (37) in order to adjust both of the regulator pressure at minimum-maximum levels. Rotating the pins clockwise and anti-clockwise to the stop part (40) on the board their maximum-minimum adjustments are carried out.

The fuel tank air regulator (6) and atomizer air regulating regulator (17) are mounted on the board (42). The regulator clutch flange (34) is fixed by the regulator stud (35). The gearwheels (41) are mounted on the regulators. The chain (16) is chained to the gearwheels (41). A regulator power control piece has been fixed on the fuel tank air adjusting regulator (6). There is a power control switch pin (36) on the regulator control part (37). When switching the button both of the regulators start in the same direction, and air pressure is regulated separately.

Fuel Tank Level Float

There is a level float (43) placed over the fuel tank (13). The level float shuts the system down automatically in case of a decrease to the 0.6-0.7 liter levels by the amount of oil.

In the System Developed by the Invention;

System Working Using Gaseous Fuel

Fuel oil and Gas switch (52) is switched to gas fuel position. There is a gas control valve (59) on the device in order to burn the gas in a controlled manner, and a flow regulating valve (58) and switch (53) to adjust the gas power, and gas inlet port (54) for the gas inlet joint. The gas in the system is reached to the air tube (33) with “T” bracket (56) via gas adventive tube (55) after passing through valves (59-58).

At the back of the gas pipe over the air tube (33) there is a check valve (57) placed in order to prevent the gas to flow to the air tank (4), and so to the fuel tank (13). The gas moves to the gas nozzle (20.13) through the air tube (33). After pushing start button (1) the system powers the control unit (3). By switching the entire burner system control unit (3), flame sensor (10), and ignition transformer (11) on, the ignition sparkplugs (12) start burning process. The gas from the atomizer burns by ignition sparkplugs.

Improvements on the Atomizer

It is the section in which fuel oil is decomposed to very little particles by compressed air.

Atomizer (20) is composed of two major parts, lower body (20.1) and upper body (20.2). There is an air/gas inlet port (20.5), fluid air/gas adventive tube, and air/gas outlet port (20.15) on the lower body (20.1). The air/gas outlet is with a smaller diameter than air adventive tube (20.8) in order to provide an higher flow rate of air and gas.

There is a fuel oil inlet port (20.6), fuel oil adventive tube (20.8), and fuel oil outlet port (20.12) on the lower body of the atomizer. The upper part of the lower atomizer body (20.13) forms the gas nozzle (20.13).

A screw thread has been cut over the gas nozzle (20.13) in order to mount upper atomizer body (20.2). There are O-ring (20.3-20.4) channels around the gas nozzle (20.13), and in those channels O-rings (20.3-20.4) are placed.

A fuel oil hole (20.12) exists between O-ring channels. There is a fuel oil channel with an appropriate diameter for fuel oil channel (20.14) of the lower body on the upper atomizer body (20.2), and there is also an orifice (20.7) at the tip of this channel.

A screw thread and a hole have been cut to the inner side of the upper body (20.2) in order to mount the gas nozzle (20.13). When mounting the upper body (20.2) on the lower body (20.1) there is a space forming the fuel oil channel (20.10) between the gas nozzle (20.13) and the upper body.

Fuel oil passing through the orifice (20.7) flows to the fuel oil adventive tube. A hole (20.11) has been made at the top of the upper atomizer body (20.2) for air/gas and fuel oil outlet. Fuel oil and air/gas get out though this hole with an enormous pressure.

Claims

1. An electronically operated gas/fuel oil burner is that by adding function of burning gas to the electronically operated fuel oil burner which is characterized with improved atomizer ownership from a lower and upper body in order to provide an efficient burning.

2. The burner claim 1, wherein an upper surface of the lower atomizer body is characterized by having an air/gas inlet port, an air/gas adventive tube, and in order to provide higher air and gas outlet flow rates a air/gas outlet port with a smaller diameter than said air adventive tube, fuel oil inlet port, fuel oil adventive tube and fuel oil outlet port (hole).

3. The burner of claim 1 wherein an upper part of said lower atomizer body is characterized by forming a gas nozzle.

4. The burner of claim 3, wherein the gas nozzle is characterized by having a thread cut for the upper atomizer body mounting.

5. The burner of claim 3, wherein said gas nozzle is characterized by having 0-ring channels around, 0-ring placed in those channels, and fuel oil hole between 0-ring channels.

6. The burner upper of claim 1, wherein the upper atomizer body is characterized by having a fuel oil channel having an appropriate diameter for the lower body fuel oil channel, and an orifice at a tip of that channel.

7. The burner upper of claim 1, wherein the upper atomizer body is characterized in that it has a hole and thread opened in order to mount a lower body gas nozzle to the inner side.

8. The burner of claim 1, wherein the upper atomizer body is characterized by leaving a space forming a fuel oil channel between a gas nozzle and the upper body when mounting the upper body on the lower body.

9. The burner of claim 1 wherein the upper atomizer body is characterized in that fuel oil passing through an orifice flows to a fuel oil adventive channel.

10. The burner of claim 1, wherein the upper atomizer body is characterized by having a hole opened in order to enable fuel oil and air/gas to be sprayed with a high pressure.

11. The electronically operated gas/fuel oil burner of claim 1 having a switch on the device, allowing users to select fuel oil and gas in order to make the burner work using gas.

12. The electronically operated gas/fuel oil burner of claim 1, having a gas control valve, a gas flow rate regulating valve and a switch to control gas power, a and gas inlet port for a gas inlet clutch over the device in order to control burning when the burner burns.

13. The electronically operated gas/fuel oil burner of claim 1, characterized by reaching the gas in the system passing through the valves to the air tube via the gas adventive tube, and by placing a check valve behind the gas connection over the air tube with the “T” bracket in order to prevent the flow of gas to the air tank, and therefore to the fuel tank in order to burn the system.

14. The electronically operated gas/fuel oil burner of claim 1, having a start button powered by a gas nozzle to which the gas advanced in the air tube, and by the system control unit.

15. The electronically operated gas/fuel oil burner of claim 1 having a flame sensor and ignition transformer enabled by burner ignition control unit in order to start ignition process by ignition sparkplugs, and in that the gas from the atomizer starts burning by ignition sparkplugs.