Classifications

• • 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
  • F02M31/16—Other apparatus for heating fuel
  • F02M31/18—Other apparatus for heating fuel to vaporise 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
  • F02M15/00—Carburettors with heating, cooling or thermal insulating means for combustion-air, fuel, or fuel-air mixture
• • 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
  • F02M15/00—Carburettors with heating, cooling or thermal insulating means for combustion-air, fuel, or fuel-air mixture
  • F02M15/06—Heat shieldings, e.g. from engine radiations
• • 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
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
• • 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
  • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
  • F02M26/02—EGR systems specially adapted for supercharged engines
  • F02M26/04—EGR systems specially adapted for supercharged engines with a single turbocharger
  • F02M26/06—Low pressure loops, i.e. wherein recirculated exhaust gas is taken out from the exhaust downstream of the turbocharger turbine and reintroduced into the intake system upstream of the compressor
• • 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
  • F02M29/00—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture
  • F02M29/02—Apparatus for re-atomising condensed fuel or homogenising fuel-air mixture having rotary parts, e.g. fan wheels
• • 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
  • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
  • F02M31/06—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air
  • F02M31/08—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot gases, e.g. by mixing cold and hot air the gases being exhaust gases
  • F02M31/087—Heat-exchange arrangements between the air intake and exhaust gas passages, e.g. by means of contact between the passages
• • 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
  • F02M31/04—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture
  • F02M31/10—Apparatus for thermally treating combustion-air, fuel, or fuel-air mixture for heating combustion-air or fuel-air mixture by hot liquids, e.g. lubricants or cooling water
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
  • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
  • F02B1/00—Engines characterised by fuel-air mixture compression
  • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
  • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T10/00—Road transport of goods or passengers
  • Y02T10/10—Internal combustion engine [ICE] based vehicles
  • Y02T10/12—Improving ICE efficiencies

Definitions

• the present invention relates generally to electric ignition, internal combustion engines each of which functions as an expander during a portion of a cycle and in particular to a new and improved fuel system and engine operating method.
• a carburetor mounted atop an intake manifold forms the principal component of a fuel system.
• combustion air is drawn through the carburetor.
• a controlled amount of gasoline is added to the incoming air to form a combustible fuel/air mixture, as the air passes through' a venturi throat formed in the carburetor.
• the intake manifold which includes passages that communicate with valve controlled intake ports in the cylinder head of the engine, conveys and distributes the fuel/air mixture from the carburetor to the combustion chambers.
• the liquid gasoline is vaporized prior to entering the combustion chambers.
• a major portion of the gasoline remains unvaporized and in a liquid state even as it enters the combustion chamber, ' finally vaporizing during the combustion process.
• the presence of un- vaporized fuel in the combustion chamber reduces the heat of combustion, thus limiting the power output of the engine.
• a turbocharger generally comprises a pair of turbines mounted to a common shaft.
• One turbine is a drive turbine disposed in an exhaust flow path, while the other turbine is a compressor turbine disposed, at least in some instances, in the intake flow path between the carburetor and the combustion chambers.
• the exhaust gases discharged by the combustion chambers expand across the exhaust turbine to rotate it and the intake turbine thereby compressing gases in the fuel air mixture.
• This compression permits an increase in the amount of fuel introduced into each piston cylinder during the intake stroke of its piston while maintaining a desired fuel/air ratio, to produce an attendant increase in the engine's power output.
• the addition of a turbocharger has not increased engine fuel efficiency in normal automotive usage. In general, the turbocharger allows a " smaller engine with less friction to be used in a given size vehicle.
• turbocharger Because exhaust flow is low, the air flow produced forces may be sufficient to cause reverse rotation of the compressor and will in any event prevent effective turbocharger operation. Thus, under light load the turbocharger is essentially inoperative and in fact may run backwards.
• prior turbocharged engines have slow response to demands for power increases and will consume excessive fuel for a time whenever there is a significant increase in throttle opening. In fact, this excessive fuel consumption has made it difficult, if not impossible, for prior turbocharged engines to meet Environmental Protection Agency ( ⁇ PA) standards if the turbocharger in fact operates during testing.
• ⁇ PA Environmental Protection Agency
• phase changes contribute to the reduction in thermal efficiency in an engine due to: 1) the induction of some liquid fuel into the. combustion chambers; 2) the nonuniform nature of the fuel-air mixture; and, 3) substantial heat energy losses to the intake manifold and other components of the fuel system. These losses are substantial because gasoline, like all liquids, has a relatively high heat of vaporization.
• intercooler A cooling device commonly called an "intercooler" is disposed between the outlet of the supercharger and the combustion chambers. The purpose of the intercooler is to remove the heat generated as the mixture is compressed so that the fuel mixture density is increased.
• the present invention provides a new and improved apparatus and method for improving the fuel efficiency of an. electric ignition, internal combustion engine. It is readily adaptable to existing automobile engines for it does not require excessive engine retooling and it will decrease the cost and weight of the vehicle.
• a fuel charge forming apparatus for combining a vaporizable fuel, such as gasoline, with combustion air in controlled proportions.
• the " apparatus utilizes heat normally exhausted by the engine to condition the fuel mixture.
• the apparatus prepares and conditions the fuel/air mixture during its laminar flow travel to the engine combustion chambers to insure complete fuel vaporization and thorough fuel/air mixing so that maximum energy output is realized during the combustion process.
• a fuel mixture flow path is defined that extends between a fuel mixture introducing device, such as a carburetor and the engine combustion chambers.
• the flow path communicates with each combustion chamber through an associated valve controlled port.
• the apparatus further comprises an air heater and fuel/air mixture vaporizing and heating devices disposed in the flow path, and a fuel mixture homogenizer located between the fuel mixture vaporizing and heating devices-. While tests of the present invention have been conducted using a conventional carburetor, it is believed that the operation of the apparatus does not depend on the use of a carburetor; alternate methods for introducing fuel into an air flow path such as pressure carburetion and manifold injection are also contemplated.
• the fuel mixture vaporizer includes a chamber disposed in the flow path intermediate the carburetor and the fuel mixture homogenizer that is heated by fluid from an engine cooling system.
• the heat absorbed by the engine cooling system which in the past has been wasted, is transferred to the incoming fuel mixture as it passes through the vaporizer chamber thereby enhancing fuel vaporization and producing an at least partially vaporized mixture.
• the mixture is then directed to the fuel mixture homogenizer which stirs and further " heats the mixture so that the fuel is fully vaporized to a "supervaporized” state and the vapor is uniformly dispersed.
• the preferred homogenizer is exhaust driven and includes a pair of turbines mounted on a common shaft and rotatably supported in a structure- that defines separate turbine chambers.
• One turbine is an exhaust driven turbine and it, in turn, drives the other turbine which is an homogo ⁇ izing turbine disposed in the fuel mixture flow path.
• the turbines are sized to provide both mixing and mixture pressurization at all throttle openings.
• the homogenizer functions throughout the engine operating range insuring thorough fuel vaporization and mixing and dispersion of the fuel uniformly throughout the air of the mixture.
• One major reason the homogenizer functions throughout the engines operating range is that the fuel/air mixture is temperature expanded across the homogenizing turbine applying rotational force additive to the exhaust gas produced forces.
• the heated homogenizer housing defines intake air flow passages which are connected to the carburetor air intake by a hot air conduit. Air is heated as it passes through these passages. A temperature responsive valve closes off an ambient air inlet to the carburetor whenever air supplied by the hot air conduit is below about 110°F and manifold vacuum is above four inches.
• An EGR system is provided in the version of the engine which has preheated air. Unlike prior EGR systems, the system of the present invention assures uniform distribution of recirculated exhaust and vaporization of residual by hydrocarbons. This uniformity is accomplished by introducing the EGR fluids to the fuel/air mixture flow path at or ahead of the entrance to the homogenizer. As these residuals are passed through the homogenizer they are thoroughly admixed with the fuel/air mixture assuring for the first time uniform distribution of the residuals among the combustion chambers.
• the fuel/air mixture Since the fuel/air mixture is preheated before it is introduced into the homogenizer its specific density is low and little, if any, unvaporized fuel is present. Thus the fuel air mixture is comparatively easy to compress and continuous compression of its output can and does occur at all engine speeds.
• the outlet from the chamber is somewhat restricted to-partially isolate the homogenizer*s mixing chamber from pressure differentials between the input and output sides of the homogenizer which occur during power demand conditions and prevents a "double pull" on the fuel supply. This isolation coupled with the low specific density of the fuel/air mixture and the mixtures thermal expansion permit the homogenizer to function efficiently during acceleration. Thus, the homogenizer operates at idle conditions and response lag is not experienced during accelerating conditions.
• the fuel mixture heater is disposed in the mixture flow path between the outlet of the homogenizer and the intake ports of the engine.
• the fuel mixture heater includes an exhaust heated chamber through which the mixture passes on its way to the combustion chamber. The heater insures that the fuel remains in. its completely vaporized state, preferably at a temperature twice the vaporization temperature of the fuel, prior to entering the combustion chamber.
• the fuel mixture vaporizer comprises a housing that also serves as a mounting base for the carburetor.
• the housing defines an interior chamber that communicates with the throat of the carburetor and an outlet conduit that conveys the fuel mixture, from the chamber to the homogenizer.
• Coolant passages located in the walls of the housing, support coolant flow between an inlet and an outlet forming part of the vaporizer. Suitable conduits communicate the coolant inlet and outlet with the engine cooling system.
• a small radiator is coupled in parallel with the vaporizer.
• a thermostatically controlled valve blocks flow to the radiator whenever coolant temperature is below about 200°F.
• the fuel mixture heater comprises a housing that includes passages in the side walls through which exhaust gases travel and heat the interior walls of the plenum.
• the chamber includes vertically standing ribs which subdivide the mixture flow into a plurality of branch flow paths, the number of which corresponds to the number of cylinders in the engine. Conduits direct exhaust gases from the combustion chambers to the passages formed in the walls of the plenum chamber.
• the disclosed apparatus recaptures-heat normally wasted from both the engine, cooling system and the engine exhaust system and utilizes this heat to com ⁇ pletely vaporize and thoroughly mix the fuel mixture.
• the size of the vehicle radiator can be significantly reduced and the need for a radiator fan is eliminated.
• the coolant radiator is necessary to provide the means for discharging the waste heat absorbed by the engine coolant.
• the waste heat is transferred and absorbed by the vaporizing fuel.
• the heat absorbed by the fuel reduces the coolant temperature and thus supplants a significant part of the radiator function.
• the coolant system conduits and pump are sized so that the coolant flow rate through the engine is linear with engine output to provide the requisite amount of heat to the fuel mixture va ⁇ porizer.
• an isolator is positioned between the carburetor and the fuel mixture homogenizer. The purpose of the isolator is to inhibit direct, uncontrolled heat conductivity along the mixture flow path to the base and thence to the bowl of the carburetor.
• the isolator minimizes the incidence of vapor lock that might occur in the carburetor when a "hot" engine is turned off.
• the isolator inhibits the transmission of engine heat to the bowl of the carburetor through the structure that defines the mixture flow path.
• the isolator comprises an elastomeric, nonconductive coupling between the outlet of the engine preheater and the inlet to the homogenizer.
• the carburetor and vaporizer are mounted to the vehicle chassis or body and hence the isolator prevents not only the transmission of heat to the carburetor but engine vibration as well. It is believed the vibration isolation provided by this isolator construction and carburetor mounting increases the reliability of the carburetor, prevents loss of fuel flow control due to vibration, and should reduce the incidence of carburetor readjustment.
• the present invention discloses a method for operating an engine in which all the fuel is fully vaporized before it is introduced into the combustion chamber and once vaporized remains vaporized as it is conducted through the engine intake system.
• the fuel is not only completely vaporized but is also thoroughly mixed so that a uniform fuel and air mixture enters the combustion chamber.
• the fuel such as gasoline
• the fuel and atmospheric air is then mixed by a homogenizer to produce a uniform fuel/air mixture.
• the homogenous mixture is then further heated to a temperature well in excess of, preferably at least twice, the vaporization temperature of the fuel and then it is introduced, virtually immediately, into a combustion chamber.
• the present invention also provides additional method steps for operating an engine to optimize the amount of energy extracted from the fuel charge inducted into the combustion chamber. This optimizes the power output of the engine and reduces the amount of heat which must be taken out with a . cooling system thus contributing to the reduction in radiator size. According to these additional method steps, the volume of the combustion chamber is held substantially constant during the combustion process
• crankshaft stroke and piston rod length are selected so that the piston remains within 0.001 inches of top-dead-center (TDC) for at least 13° of crankshaft rotation.
• the disclosed fuel charge forming apparatus used in connection with the engine operating method disclosed by the present invention provides an engine that functions as an "expander” , that is, an engine in which all useful expansion forces generated during combustion are utilized of producing motion in the piston and to a significant extent, are not dissipated as heat losses. Maintaining the piston virtually at TDC until, the combustion temperature and pressure are optimized assures that the heat energy generated is primarily dissipated in driving the piston downwardly, minimizing heat losses to the engine cooling and exhaust systems. Moreover, heat released to these engine systems is returned to the incoming fuel mixture via the fuel vaporizing and heating devices and the homogenizer. In essence, the present invention provides a "hot vapor cycle" engine in which balanced heat loops transfer heat from the engine to the fuel mixture flow path, the heat trans ⁇ ferred being proportional to engine output.
• the apparatus and method disclosed by the present invention has been found to substantially increase the fuel efficiency and power output of a gasoline automotive engine. Moreover, it was found that the low rpm torque was also increased while the tendency towards pre-ignition and detonation were decreased .
• FIG. 1 is a schematic view of a fuel mixture preparing and conditioning apparatus constructed in accordance with the preferred embodiment of the invention
• FIG. 2 is a schematic illustration of the engine coolant circuit that provides heat to a fuel mixture vaporizer constructed in accordance with the preferred embodiment of. the invention
• Figure 3 is an exploded view of the fuel mixture preparing and conditioning apparatus
• Figure 4 is a view partly in elevation and partly in section, of fuel mixture homogenizing and heating devices constructed in accordance with the preferred embodiment
• Figure 5 is elevational view of the fuel mixture heater, with parts removed to show interior detail
• Figure 6 is a cross sectional view of the fuel mixture heater as seen along the plane indicated by the line ⁇ - ⁇ of Figure 5;
• Figure 7 is a sectional view of the fuel mixture heater as seen from the plane 7-7 of Figure 6;
• Figure 8 is a perspective view of the vaporizer of the engine shown schematically in Figure 1 on an enlarged scale;
• Figure 9 is a sectional view of the vaporizer as seen from the planes indicated by line 9-9 of Figure 8;
• Figure 10 is a graph depicting . a measured torque curve of the engine of this invention.
• Figure 11 is a schematic view of a refined version of the engine of this invention.
• Figure 12 is a perspective view of the engine of Figure 11;
• Figure 13 is an enlarged sectional view of the homogenizer of the engine of Figures 11 and 12. Best Mode For Carrying Out the Invention
• the present invention provides a new and improved apparatus and method for substantially •improving the fuel efficiency of an electric ignition, internal combustion engine.
• engine heat normally discharged to the ambient by the exhaust and coolant systems is captured and utilized to prepare and condition the incoming fuel mixture so that increased combustion efficiency is realized.
• the present invention thoroughly mixes and vaporizes the incoming fuel charge prior to entry into the engine combustion chambers.
• FIG. 1 schematically illustrates an apparatus defining fuel and exhaust flow paths constructed in accordance with the preferred embodiment of the invention.
• the apparatus is connected to an internal combustion engine 20 which in the illustrated embodiment includes three cylinders 22, formed in an engine block 24, each cylinder 22 including an associated piston 26.
• the pistons 26 are operative!y connected to a crank shaft (an output end 28 of the crank shaft is shown in Figure 3) by connecting rods in the conventional manner so that reciprocal movement in the pistons 26 produces rotary motion in the crank shaft 28.
• a cylinder head 30 is suitably fastened to the top of the engine block 24 and defines a combustion chamber 32 in each cylinder 24 (shown * in Figure 4).
• a pair of cam driven poppet valves 33 (only one valve 33 is shown) controls the inflow of the fuel/air mixture into the combustion chamber 32 and the
• the head 30 includes integrally formed intake and exhaust passages (only the intake passage 34 is shown) .
• the intake passages 34 extend from ports 34a formed in the side of the cylinder head 30 (shown in Figure 3) and the intake valves 33.
• Coolant passages 36 support coolant flow through the head for removing excess heat during engine operation.
• the coolant is discharged from the cylinder head 30 through an outlet port 36a.
• the cylinder block 24 also includes coolant passages 38.
• the present invention provides an apparatus and structure, indicated generally by the reference character 37 that defines a fuel mixture flow path extending between the cylinder intake ports 34a and a fuel introducing device 38, preferably a carburetor.
• means for thoroughly vaporizing and mixing the fuel mixture as it travels from the carburetor 38 to the engine combustion chambers 32 is provided.
• Liquid fuel is delivered to the carburetor 38 from a fuel tank 40 by a conventional fuel pump 42 and associated conduits 44.
• the carburetor 38 operates in a conventional manner and combines controlled amounts of air and liquid fuel to form a combustible fuel mixture. In general, only a portion of the liquid fuel will be partially vaporized in a throat of the carburetor as it enters the air flow stream.
• a fuel mixture vaporizer 50 and a fuel mixture heating device 52 are disposed in and preferably form a part of a fuel mixture flow path 37 to insure complete.- fuel vaporization and to heat the fuel/air mixture above the vaporization temperature of the liquid fuel, preferably to a temperature which is twice the vaporization temperature of the fuel.
• a fuel mixture homogenizer, indicated generally by the reference character 54 is disposed in the flow path intermediate the vaporizer 50 and the heating device 52.
• the fuel mixture vaporizer 50 heats the fuel mixture with heat from the engine coolant system.
• the invention does contemplate the use of exhaust heat if coolant heat is unavailable, i.e., in an air-cooled engine.
• the engine coolant fluid loop for accomplishing this feature of the invention is illustrated in Figure 2.
• the cooling circuit includes a conventional water pump 60 for pumping coolant into the engine block 24 and the cylinder head 30.
• the coolant is delivered to the engine through a supply conduit 62 and is discharged from the head 30 into an outlet conduit 64 through the coolant port 36a formed in the cylinder head 30 (shown in Figure 3) .
• the outlet conduit 64 has a valve 65 for adjusting the fluid flow through it.
• the outlet conduit 64 delivers coolant to the vaporizer 50.
• the coolant circulates through the vaporizer and is subsequently discharged into a return conduit 66.
• the conduit 66 communicates with the inlet side of the pump.
• a thermostat housing 68 including a conventional thermostat (not shown) is provided for controlling the fluid communication between the conduit 64 and a radiator input conduit 70.
• a predetermined temperature determined by the thermostat
• the thermostat remains closed and the coolant is conveyed to the input of the coolant pump 60 through the conduit 66.
• the coolant circulation loop includes only the pump 60, the engine block and head 24, 30 and the vaporizer 50. Should the coolant temperature exceed the thermostat setting, the thermostat will open and communicate the conduit 70 and the coolant will proceed through a radiator 74 and then be returned to the cooling pump 60 by a radiator return conduit 76.
• An electrically driven fan 78, controlled by a thermostat (not shown) is shown in phantom.
• the mixture vaporizer 50 preferably mounts and forms the support base for the carburetor 38.
• the vaporizer 50 includes a housing 50a and an integrally formed carburetor mounted flange 50b including vertically extending retaining studs 80.
• the housing 50a defines an interior, heating chamber 82 that communicates with the throat of the carburetor through a pair of passages 84 that extend downwardly from the top of the carburetor flange 50b and open into the chamber 82.
• Engine coolant is circulated in the fluid passages- 86 so that heat from the engine coolant is transferred to the chamber 82 through the interior wall 88.
• the engine coolant is communicated to the vaporizer through an inlet nipple 92 formed in the housing 50a and suitably connected to the outlet conduit 64.
• the coolant leaves the vaporizer 50 through an outlet nipple 94 (shown in Figure 9) that is suitably connected to the return conduit 66.
• the fuel mixture formed in the throat of the carburetor 38 enters the heating chamber 82 through the passages 84.
• the mixture leaves the chamber 82
• the coolant flow rate through the engine is proportional to the power output of the engine so that as the engine output increases, proportionately more heat is carried to the fuel mixture preheater 50 for transfer to the incoming fuel charge.
• This "heat balance" between the coolant flow rate and engine output is achieved by the sizing of the coolant pump 60 and the adjustment of the control valve 65.
• the valve 65 is preferably eliminated by appropriately sizing the various coolant conduits.
• the homogenizer 54 operates to thoroughly mix the fuel mixture received from the vaporizer 50 and insures that the fuel vapor is uniformly dispersed throughout the fuel/air mixture. Moreover, the homogenizer operates to compress the fuel air mixture thereby increasing the density of the fuel charge entering the combustion chambers 32.
• the homogenizer 54 the homogenizer 54
• ⁇ ' _ comprises mixing and exhaust driven turbines 102, 104 fixed to a common shaft 106 and mounted for rotation within a structure that defines separate turbine chambers or housings 108, 110 associated with the turbines 102, 104 respectively.
• the turbine 104 is disposed in the exhaust flow path and is in part driven by the exhaust gases discharged by the engine 20; the rotation of the turbine 104 produces attendant rotation in the turbine 102. Further rotation producing forces are supplied by the mixture flow across the mixing turbine which results from thermal expansion.
• the rotation of the turbine 102 stirs or homogenizes the fuel mixture passing through the turbine housing 108 on its way to combustion chambers. Referring to Figure 3, the originally preferred exterior construction of the homogenizer 54 is illustrated.
• the turbine housing 108 includes an axial inlet 120 through which the fuel mixture from the vaporizer 50 is received.
• the homogenized fuel mixture leaves the turbine housing 108 through a flanged nozzle outlet 122 that extends tangentially from the turbine housing 108 *
• the exhaust turbine housing 110 includes a flanged inlet 124, formed tangentially with respect to the turbine chamber 110.
• the exhaust gases passing through the housing 110 are discharged through an axial outlet communicating with an exhaust pipe 126.
• the pipe 126 includes a flange 126a clamped to the axial outlet by means of studs 128.
• the studs extend from the side of the exhaust turbine housing 110 and are adapted to receive suitable threaded fasteners (not shown).
• the exhaust gases discharged by engine 20 are conveyed to the exhaust turbine housing by an exhaust conduit 132 that terminates in a flange 132a.
• a similar flange 124a is mounted at the inlet 124 of the housing 110.
• the flanges 124a, 132 include a plurality of apertures 125 adapted to receive suitable fasteners for coupling the flanges 124a, 132a.
• the turbine 104 is rotatably driven by the exhaust gases travelling from the conduit 132 to the conduit 126 and as discussed above, rotation of the turbine 104, in turn, imparts rotation to the mixture turbine 102.
• the homogenizer 54 bears some physical similarity to a conventional turbocharger, which those skilled in the art will recognize as an exhaust driven supercharger, its primary functions are the homogenization of the fuel mixture and the addition of heat to complete, and assure maintenance of, total vaporization of the fuel. Thus, while there is fuel/air mixture compression, as is the case with conventional turbochargers, this is not the primary function of the homogenizer.
• the turbines 102, 104 are sized and selected to rotate at 2,000 to 4,000 rp with the engine at idle and to rotate under all operating conditions.
• the boost pressure provided by the homogenizer under specific turbine speeds is less than the boost pressure that would be provided by a similarly sized turbocharger used with a conventional internal combustion engine.
• the reason for the reduction in the boost pressure realized by the present invention is due to the conditioning of the fuel mixture by the vaporizer 50.
• the vaporizer 50 adds heat to the incoming fuel mixture that not only vaporizes the liquid fuel entrained in the fuel mixture, but it raises the overall temperature and thus reduces the mixture density. This density reduction results in reduced boost pressure for a given steady state turbine speed when compared with conventional but more importantly results in
• boost pressure is somewhat self limiting by the proper selection and sizing of the turbines 102, 104, a bypass valve 140 is provided on the exhaust turbine housing 110 for bypassing exhaust gas around the housing in the event a malfunction is encountered that produces an excessive boost pressure.
• the output pressure of the homogenizer 54 increases immediately upon the initiation of throttle acceleration.
• movement of the throttle produces an immediate' injection of fuel via an accelerating pump and/or other acceleration enrichment devices.
• the addition of fuel to the intake flow path does not simultaneously produce a proportionate increase in air flow through the carburetor. The air flow increases only upon an increase in engine RPM.
• the output of the turbocharger will increase only upon an increase in engine RPM which produces the necessary increased exhaust flow.
• the- homogenizer 54 rotates throughout the engine operating range. As explained above, the mixture density is reduced by the vaporizer 50. When acceleration is first initiated, the injected fuel immediately increases the specific density of the fuel/air mixture. This increased mixture density immediately increases the pressure ir-f the homogenizer 54, even though the engine RPM has not yet increased. The homogenized fuel mixture leaves the turbine housing 108 and enters the fuel mixture heater 52.
• the fuel mixture heater 52 functions somewhat as an intake manifold for the cylinder head 30 in that it divi.des and dis ⁇ tributes the fuel mixture to the individual cylinders 22.
• the fuel mixture heater 52 comprises an exhaust heated housing 150 that includes spaced interior and exterior walls 150a, 150b, respectively, between which are defined passages through which exhaust gases circulate to heat an interior chamber 152 defined by the interior wall 150a and a cover plate 154 (shown in Figure 3) fastened to the top of the housing 150 by suitable fasteners 156.
• the fuel mixture is communicated to the chamber 152 through an inlet aperture 158 formed in the side of the housing 150.
• a plurality of laterally extending studs 160 extend from the side of the housing 150 and attach the mounting flange 122a of the homogenizer outlet 122 to the housing 150.
• a pair of vertically standing ribs 162 are disposed in the chamber 152, a spaced distance from the aperture 158.
• the ribs 162 subdivide the mixture flow into a plurality of branch flow paths 152a, each path communicating with one of the three combustion chambers 22.
• Preferably, relatively short, individual conduits 164 extend between the housing 150 and a mounting flange 166 adapted to be attached to the side of the head 30, as seen in Figure 3.
• Each conduit 164 communicates one of the branch flow passages 152a with one of the cylinder head intake ports 34a.
• a nipple 170 is also mounted to the flange 166 and communicates the coolant, discharge port 36a in the cylinder head with the conduit 64 (shown in Figure 2) .
• the path of exhaust gas flow to the fuel/air mixture heater 52 and the homogenizer 54 is shown schematically in Figure 1.
• the exhaust conduit 132 extends into fluid communication with a plurality of exhaust ports (not shown) formed in the cylinder head 30 through three branch conduits 174, terminating in mounting flanges 174a.
• the branch conduits have elongated straight sections adjacent the flanges to minimize back pressure.
• the left end of the conduit 132 is fitted with a coupling flange 176.
• a short nipple 178 and associated flange 178a extend from the side of the conduit 132 about midway between the ends.
• a pair of relatively short conduits 180, 182 fitted with mounting flanges 180a, 182a extend downwardly and laterally from the heater housing 150, respectively.
• a conduit 184 (shown schematically in Figure 1) communicates exhaust gas from the left end of the conduit 132 to the conduit 180.
• the outlet 182 is coupled directly to the flange 178a of the conduit 178 extending from the-side of the conduit 132 and forms a return path for the exhaust gases.
• a pair of suitable flow control valves 186, 188 are disposed in the conduits 184, 132 and are used to adjust the exhaust flow in the respective conduits. The valve 186 controls the amount of exhaust gas that- is communicated to the fuel mixture heater 52.
• valves 186, 188 are preferably eliminated by suitably sizing the conduits 132, 180, 182 and 184 to achieve the requisite flow rate of exhaust gas through the fuel mixture heater 52. While insulation is not shown for clarity, all of the exhaust gas conduits are preferably insulated further to minimize heat losses.
• Figure 4 the profile of the fuel mixture flow path between the homogenizer 54 and the combustion chamber 32 is detailed. The geometry of the disclosed flow path minimizes energy losses because the mixture flow encounters very little path deviation.
• the fuel mixture leaves the homogenizer 54 along a tangential path defined by the nozzle outlet 122.and enters the fuel mixture heating chamber 52 along a substantially straight path.
• the branch flow paths 152a extend substantially equal distances to the conduits 164 and flare outwardly from the axis of the nozzle outlet flow less than 8°.
• the branch flow paths 152a, the conduits 164, and the cylinder head intake passages 34 define a gradual, downwardly curving flow path that extends between the chamber 152 and each combustion chamber 32. In traversing this flow path, the fuel mixture sustains very little fri ⁇ tional or other energy losses. It is believed that this flow path construction optimizes the combustion process for the mixture enters the combustion chamber thoroughly mixed, uniformly dispersed and completely vaporized.
• Flow through the heating chamber is laminar.
• direct, uncontrolled heat transfer between the turbine housing 108 and the vaporizer 50 is inhibited by a thermal isolator.
• a circular flange 200 including a plurality of apertures 202 and a centrally located nipple 204 is suitably fastened to the inlet 120 of the turbine chamber 108.
• a relatively short conduit 206 constructed from a material having a relatively low thermal conductivity is clamped to and extends between the vaporizer outlet 96 and the turbine inlet nipple 204 by suitable clamps (not shown) .
• the conduit 206 is constructed from an elastomeric material and provides an added feature of the invention.
• conduit 206 thermally isolate the vaporizer 50 from the turbine housing 108 it also provides vibration isolation and thereby isolates the carburetor 38 from engine vibration that would other ⁇ wise be transmitted from the turbine housing 108 to the vaporizer 50.
• the heat isolation provided by the conduit 206 prevents the uncontrolled heat transfer to the bowl of the carburetor 38 that could cause fuel percolation or vapor lock.
• the vibra ⁇ tion isolation provided by the preferred conduit con ⁇ struction should reduce the need for carburetor re ⁇ adj stment and improve the overall reliability and calibration of the fuel system.
• the present invention provides a method for operating an internal combustion engine that increases the overall efficiency of the engine by optimizing the combustion process.
• a controlled amount of liquid fuel such as gasoline
• a con ⁇ trolled amount of air to form a comb-ustible mixture.
• the air and entrained fuel are then heated by trans- ferring heat from the engine coolant system, or alter ⁇ nately from the engine exhaust system to encourage the vaporization of the liquid fuel.
• the mixture is then stirred and homogenized so that the vapor is uniformly distributed throughout.
• the homogenized mixture is then further heated to increase the overall temperature of the fuel mixture well above the vaporization temperature of liquid fuel.
• the mixture is heated to at least twice the vaporization temperature of the liquid fuel with the fuel air mixture reaching about 400°F in the mixture heater when the fuel is 93 octane unleaded gasoline. Movement of the fuel/air mixture is important to permit mixture temperatures of this magnitude without reaction. Mixture velocities in the disclosed engine are such that the temperature should be kept below 440°F to avoid reaction of the mixture in the heating chamber. It should be noted that the average vaporization temperature of currently available gasolines (at sea level) is approximately 110°F.
• the heating of the fuel mixture not only insures complete fuel vaporization but it also adds energy to the fuel mixture that would otherwise be lost to the engine exhaust and cooling systems. In short, the fuel/air mixture enters the combustion chambers with a higher energy content. Since the mixture has a higher energy content, less fuel is needed to produce the desired temperature and pressure levels in the combustion chamber.
• the present invention also provides method steps for operating the engine which optimize the combustion process. By optimizing the energy output, it has been found that the amount of waste heat discharged through the engine cooling system and otherwise is reduced thus contributing to the reduction in radiator size and fan elimination.
• the volume of the combustion chamber is held substantially constant at or near its minimum volume during the combustion process so that the gases and products of the combustion reaction substantially reach their maximum temperature and pressure.
• the hot gases generated during this optimized combustion process are allowed to expand substantially at a constant volume at a time commencing before there is any significant drop from the maximum temperature and pressure.
• the crank shaft stroke and piston rod length are selected so that the piston remains within 0.001" of top-dead-center (TDC) for about 13° of crank shaft rotation or longer.
• An engine and fuel system embodying the present invention was constructed and installed in a 1980 Buick Skylark.
• the vehicle weighed 3,005 lbs, two passengers, full fuel accelerated 0-060M.P.H. in 9.4 seconds.
• the mechanical parameters for the engine are listed in Table I.
• a measured torque curve is illustrated in Figure 10 and indicates a remarkably level torque output, in excess of 225 ft-lbs, for an operating range of 2000-4400 rpm.
• the disclosed power output for a three-cylinder engine having a displacement of 125 cubic inches and weighing only 320 lbs. in its operating mode including clutch and bell housing is substan- tially more than one would expect from an engine this size.
• it was found that the engine was remarkably vibration free and the radiator with which the above identified vehicle was originally equipped was reduced in size and capacity by about 50%.
• Horsepower 240 Hp at 4000 RPM (special high performance fuel-test code 20 with 21 pound boost)
• Horsepower 190 Hp at 4400 RPM (93 octane unleaded gasoline with 10 pound boost)
• the wrist pin position is offset approximately .060" in the direction in which thrust is applied to the piston from the diametric center of the piston to accommodate a rod length -of 6.5". Additionally, a piston radial clearance of .006" was selected to provide a small amount of piston "rock” which adds to the piston dwell.
• the combined- effects of the offset and clearance permit thrust forces to offset the piston as the rod connected crank journal passes over dead center resulting in a closer spacing of piston top to journal axis than in the case with conventional construction. After the journal passes dead center the thrust forces are relieved and the piston centers itself. This centering action has a movement vector away from the journal and therefore it assists in maintaining the piston near top-dead- center.
• a mileage test for the vehicle was conducted using a 133 mile driving loop that included both city and highway speeds.
• the vehicle drive train i.e., transmission, differential gearing, etc. was standard and unmodified. Slightly larger diameter, commonly available, tires were used in the test. With a final drive ratio of 2.3-1, the engine R.P.M. at 55 M.P.H. is 2,000. The vehicle speed was maintained within 2 mph of the posted speed limit. One hour and forty minutes of the test was spent in city traffic and an equal amount of time was spent in highway traffic.
• the 133 mile test loop was repeated 10 times and at the conclusion of the test it was found that the vehicle averaged 48.25 miles per gallon. The disclosed per- formance gains in both fuel economy and power output were obtained without sacrificing drive.ability.
• the engine was not prone to detonation even under high engine loads and low engine rpm. Moreover, the vehicle could be smoothly accelerated in high gear, from a road speed of 20 MPH, under both part and full throttle, without evi ⁇ dence of engine hesitation or flutter.
• the constant downshifting to maintain sufficient engine RPM often required with conventional, small displacement engines was found to be unnecessary. It is believed that the apparatus and method disclosed by this present invention optimizes engine performance by controlling flame speed during combus ⁇ tion. This control is achieved by the thorough prepara ⁇ tion and mixing of the fuel mixture prior to entry into the combustion chamber so that the mixture inducted into the chamber is homogenous and burns at a controlled rate throughout the engine operating range.
• the heat energy contained in the engine coolant and exhaust systems is- utilized in the preparation process and is added to the fuel mixture to increase its energy output. This is achieved by sizing and adjusting, the coolant and exhaust heat loops to produce a "heat balance" wherein the engine heat normally discharged to the ambient (by the exhaust and coolant systems) s conveyed to the incoming fuel mixture to insure thorough mixing and vaporization. More importantly, the heat loops are critically adjusted to produce heat transfer flow rates that are proportional to the power output of the engine. Thus as the output in- creases, the amount of heat transferred to the incoming fuel mixture increases proportionately.
• an internal combustion engine utilizing the present inven ⁇ tion operates as a "hot vapor cycle" engine. The apparatus disclosed, not only insures complete fuel vaporization and mixing but also heats the fuel vapor well above the vaporization temperature, of the fuel.
• a modified homogenizer 210 is provided.
• the homogenizer 210 has an outer housing 212 which defines an air passage 213 between the homogenizer housing 21.2 and an exhaust gas and turbine surrounding housing
• the homogenizer housing 212 includes a pair of air inlet passages 216.
• the air inlet passages 216 are positioned on opposite sides of homogenizer connec ⁇ tion to the exhaust conduit 132 to entrain ambient
• the homogenizer includes a heated air outlet 218 which is opposite the exhaust conduit 132 so that the distance from each of the two inlets 216 to- the common
• outlet 218 is equal. Air which has been warmed by the homogenizer passes through the outlet 218 thence through a connected air conducting conduit 219 to a carburetor air intake manifold 220.
• the carburetor air intake manifold 220 has an ambient air intake 222 0 through which unheated ambient air can pass to be delivered to the carburetor.
• a temperature responsive air intake control valve 224 modulates the supply of ambient air through the passage 222. Normally on startup the intake valve 5 224 remains in a closed condition so the only air supplied to the carburetor is air preheated by passage through the air heating passage 2131 "* Once this air reaches that desired temperature of about 110°F the valve will open. If the engine is operating in cool or cold climates the intake valve will modulate to maintain intake air temperature of about 110°F during normal operating conditions.
• the intake valve 224 is also vacuum sensitive and when engine manifold pressure drops below 4 inches the intake valve opens to allow addi ⁇ tional ambient air to be entrained into the carburetor through the intake passage 222 and the carburetor air intake manifold 20.
• An EGR conduit 226 is provided. Figure 11. This EGR 226 conducts exhaust gasses from the outlet side of the homogenizer to the inlet side of the chamber in which the compressor turbine 102 is located. This assures that recirculated exhaust gasses are thoroughly admixed with the fuel air mixture supplied to the engine and that such recirculated exhaust gasses are equally distributed to each of the reaction chambers'.
• the EGR conduit 226 is shown only schematically in Figure 11. In practice, the connection of the EGR conduit 226 to the fuel air conducting conduit 206 or the compressor turbine housing 108 is located such that EGR fluids are directed toward the compressor chamber.
• the axis of the EGR inlet is at an angle of less than 45° with the axis of the fuel air conduit 206 and the two axes are located in a common plane which includes the axis of the turbine 102.
• the configuration of the compressor turbine housing and its mating with the compressor turbine is best illustrated in Figure 11.
• the housing 108 includes an outlet opening 208 in a portion of the housing which fits closely with the compressor turbine 102.
• the outlet provides a constricting orifice for assisting in isolating the vaporizer 50 from low manifold pres ⁇ sures.
• the compressor turbine was 2.2 inches in diameter.
• the outlet 208 was one inch in diameter and was followed downstream by housing, walls of a frusto conical shaped contour. These housing walls flare from the one inch outlet opening 208 to a two inch diameter in an axial length of one inch. Thereafter the outer side walls of the two outer flow paths 152a flare outwardly at 8° or less within the interior of fuel mixture heater 152.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Combustion Methods Of Internal-Combustion Engines (AREA)
• Output Control And Ontrol Of Special Type Engine (AREA)
• Valve Device For Special Equipments (AREA)
• Exhaust Gas After Treatment (AREA)

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• 1982
  • 1982-03-15 NZ NZ200020A patent/NZ200020A/en unknown
  • 1982-03-16 WO PCT/US1982/000322 patent/WO1982003424A1/en not_active Application Discontinuation
  • 1982-03-16 EP EP19820901245 patent/EP0075586A4/de not_active Ceased
  • 1982-03-16 GR GR67602A patent/GR82634B/el unknown
  • 1982-03-16 AU AU83908/82A patent/AU558275B2/en not_active Ceased
  • 1982-03-16 JP JP57501426A patent/JPS58500372A/ja active Pending
  • 1982-03-17 CA CA000398600A patent/CA1184083A/en not_active Expired
  • 1982-03-22 IL IL65304A patent/IL65304A0/xx unknown
  • 1982-03-23 IT IT48059/82A patent/IT1186677B/it active
  • 1982-03-25 MX MX191943A patent/MX158935A/es unknown

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