WO1996041072A1

WO1996041072A1 - Improved carburetion system and combustion engine

Info

Publication number: WO1996041072A1
Application number: PCT/US1996/009395
Authority: WO
Inventors: Peter E. Jenkins
Original assignee: Mtn International, L.L.C.
Priority date: 1995-06-07
Filing date: 1996-06-07
Publication date: 1996-12-19
Also published as: AU6158896A

Abstract

An improved compression or spark ignition engine (12) having an increased pressure carburetion system (74) and an air intake system (14) including a ram induction member (26) in communication with the combustion chamber (38) of the engine wherein the pressurized carburetion system enhances fuel and air mixing and the ram induction member (26) induces the mixture of fuel and intake air into a fully developed and laminar flow pattern which increases horsepower, increases fuel efficiency and decreases emission of pollutants.

Description

IMPROVED CARBURETION SYSTEM AND COMBUSTION ENGINE

BACKGROUND OF THE INVENTION Field of the Invention The present invention relates to an improved compression or spark ignition engine. More specifically, the invention relates to an improved carburetion system and an air or air-fuel mixture ram induction system which enhance horsepower and fuel efficiency and reduce harmful emissions in such engines. The carburetion and induction systems of the present invention apply to both internal and external combustion engines, whether rotary, diesel or piston-cylinder type, or whether it is variable or constant speed. The carburetion and induction systems of the present invention also apply to engines fueled by liquid or gaseous fuels, whether conventional gasoline, natural gas or some other combustible fuel.

In industry and agriculture, compression and spark ignition engines have long served a useful purpose of facilitating work. More powerful engines allow workers to undertake and accomplish more arduous tasks. Similarly, compression and spark ignition engines have revolutionized the manner in which people travel. More powerful engines have allowed faster and farther travel. However, increased power is typically attained only in exchange for greater fuel consumption.

While substantial effort has been spent on making combustion engines more powerful and more fuel efficient, room for further improvement clearly exists. As an example, efforts have resulted in engines which burn fuel more completely and, therefore, more efficiently. In addition, the automotive industry has focused on engines of smaller sizes, such as four and six cylinder engines with reduced horsepower to meet fuel efficiency requirements. However, these vehicles are typically underpowered, incapable of the rapid acceleration, passing or hauling ability found in engines with larger horsepower but less fuel efficiency. Turbochargers and superchargers have been added to the smaller engines to enhance power, but these remedies have limited performance advantages and have associated drawbacks, such as the high cost of these components.

Increased engine performance achieved with less fuel consumption has also been attained by improving fuel composition, attaining improved fuel to air ratios, improving heat transfer, reducing heat losses through the exhaust system, and reducing friction between moving components. In the automotive industry, additional fuel efficiencies have been achieved by reducing overall vehicle weight through use of materials like plastic, aluminum and ceramics.

In industrial and agricultural applications, constant speed engines are utilized to generate power for numerous applications. For example, constant speed engines run pumps and irrigation equipment for agricultural and livestock applications, and drive electric generators and compressors for numerous other applications such as powering various pneumatic and electric equipment. In many circumstances, these engines are required to run virtually nonstop, and the specific application usually requires an engine with a high torque output, such as in operating an irrigation system or pumping equipment. Unfortunately, to achieve the needed torque, it is often necessary to run the engines at high speeds or revolutions per minute (rpm's). This not only fatigues the engine, requiring more frequent maintenance or causing the engine to wear out sooner, but requires a greater volume of fuel to operate at the higher speeds.

A further problem associated with compression or spark ignition engines is the creation of harmful emissions such as hydrocarbons, carbon monoxide and nitrous oxide. These harmful byproducts are, in part, the result of incompletely burned fuel emitted into the environment through the exhaust system. Incomplete burning of fuel can occur due to premature ignition or detonation in the engine combustion chamber resulting from uneven fuel densities within the air-fuel mixture. Localized high fuel density within the air-fuel mixture, or hot spots, can prematurely ignite before full compression of the air-fuel mixture. In such a situation, complete combustion of all fuel within the combustion chamber is not achieved and uncombusted fuel is exhausted into the environment. Uneven fuel densities typically result from poor air-fuel mixing and physical configurations of the engine components which can interact with the fuel to create areas of highly concentrated fuel, rather than an even distribution of fuel within the air flow.

Harmful emissions and pollutants are also the result of the type of fuel utilized in the engine. As a result, alternative fuels have been explored as a possible replacement of conventional gasoline for purposes of reducing emission of pollutants. While electric motors completely eliminate emission of harmful pollutants, perfection of such motors for commercial applications has not been achieved. A more promising and immediately available fuel source for use in compression or spark ignition engines is natural gas. Natural gas, whether in a liquid or gaseous state, burns substantially cleaner than conventional gasoline thereby reducing harmful byproducts. The high octane rating of natural gas also reduces the occurrence of detonation in engines having a higher compression ratio which reduces emission of pollutants.

A further advantage afforded by compressed natural gas results from its relatively low temperature compared with conventional gasoline. While conventional wisdom advises heating compressed natural gas before injecting it into a combustion engine, further enhanced horsepower and fuel efficiency can be attained by utilizing the low temperature of the compressed natural gas to reduce the temperature of the ambient air drawn into the engine. Cool air is more dense than warm air and, thus, capable of holding a higher volume of fuel in the same volume of space. A higher concentration of fuel results in increased performance. The present invention solves the foregoing problems through an improved carburetion system and an air or air fuel mixture ram induction system utilized in combination with a conventional compression or spark ignition engine. The carburetion system utilizes a fuel input and mixing chamber configuration which increases pressure within the chamber, while reducing the velocity of the incoming air, to enhance diffusion of the fuel and thereby promote more complete mixing of the fuel with external air simultaneously drawn into the carburetion system. In contrast to conventional carburetors which typically utilize a venturi effect to increase velocity of the air- fuel mixture and decrease pressure, the present invention increases pressure and decreases velocity, similar to a reverse Bernoulli or reverse venturi effect, to further enhance mixing of the air and fuel. It should be understood that the carburetion system can be used alone or in combination with the ram induction system.

The ram induction system may be positioned upstream or downstream of the carburetion system. The ram induction system induces the air or air-fuel mixture, depending upon the engine configuration, into a fully developed and laminar flow pattern prior to the air or air-fuel mixture entering the combustion or compression chamber. By preconditioning the volume of air or air-fuel mixture in this manner, the air or air-fuel mixture more effectively and efficiently fills the combustion chamber as demand is created by vacuum pressures during repetitive engine cycles. This ram air effect increases engine horsepower in a more fuel efficient manner while also reducing harmful emissions compared with combustion or spark ignition engines without this feature.

Objects of the Invention

It is an object of the present invention to provide a more powerful and fuel efficient engine with reduced emissions of harmful byproducts. It is another object of the present invention to simultaneously provide enhanced horsepower and fuel efficiency, as well as reduce harmful emissions, in compression or spark ignition engines by means of an improved ram air induction system. It is another object of the present invention to simultaneously provide enhanced horsepower and fuel efficiency, as well as reduce harmful emissions, in compression or spark ignition engines by means of an improved ram air induction system in combination with a pressurized carburetion system.

It is a further object of the present invention to provide increased horsepower and fuel efficiency, as well as reduce harmful emissions, in compression or spark ignition engines regardless of whether the combustion is internal or external to the engine, or whether the fuel is liquid or gaseous.

It is a further object of the present invention to provide increased horsepower and fuel efficiency, as well as reduce harmful emissions, in compression or spark ignition engines by inducing a ram air effect in association with the air or air-fuel mixture entering the combustion chambers or chambers of an engine. It is a further object of the present invention to provide increased horsepower and fuel efficiency, as well as reduce harmful emissions, in compression or spark ignition engines by obtaining improved air and fuel mixing through use of a mixing zone of increased pressure. It is yet another object of the present invention to provide enhanced horsepower and fuel efficiency, as well as reduce harmful emissions, in natural gas engines by a ram air induction system which creates a fully developed laminar flow of air or an air-natural gas mixture at the point the air or air-natural gas mixture enters the combustion chamber of the engine.

It is another object of the present invention to provide an air or air-fuel mixture induction system for variable speed engines which adjusts to provide a ram effect over varying engine speeds.

It is still another object of the invention to provide an improved carburetion system and an improved air or air- fuel induction system operative in association with other power boost devices, such as turbochargers or superchargers, to create enhanced horsepower and fuel efficiency in compression or spark ignition engines.

It is a further object of the present invention to reduce emissions of hydrocarbons, carbon monoxide and nitrous oxide in compression and spark ignition engines by increased volumetric efficiencies resulting from the creation of a ram induction effect.

It is a further object of the present invention to reduce emissions of hydrocarbons, carbon monoxide and nitrous oxide in compression and spark ignition engines by providing an engine which achieves enhanced performance while utilizing natural gas as a fuel.

SUMMARY OF THE INVENTION

In accordance with one embodiment of the invention an improved natural gas, constant speed internal combustion engine is provided through the use of a diffuse carburetion system which creates an increased pressure zone for enhanced air and fuel mixing and by utilization of an air or air-fuel mixture intake system which induces the flow of air or an air-fuel mixture to reach a fully developed and laminar flow pattern prior to entry into the combustion chambers of the engine. In this manner, a ram effect is created with the air-fuel mixture which increases the horsepower of the engine. In addition, the increased horsepower is attained using less fuel and with reduced emission of harmful byproducts. As a result, constant speed engines utilized in industrial and agricultural applications can achieve greater horsepower, or work output, at lower speeds, while reducing fuel costs, maintenance expenses and emission of pollutants. The present invention can also be utilized in variable speed engines such as used in automobiles. However, in such applications it is preferable that the ram induction system be adjustable to meet the varying speeds and demands of the engine, rather than optimized for a single engine speed as is acceptable with a constant speed engine application. As an engine increases in speed, the demand for fuel and air increases. The displacement of the combustion chamber, whether a piston-cylinder or rotary engine, is determinative of the volumetric air and fuel requirements of the engine. Thus, for the ram induction system to maintain pace with the varying engine speed, it must be capable of creating and maintaining a sufficient supply of fully developed and laminar air or air-fuel mixture flow sufficient to meet the changing volumetric air and fuel demands of the engine over varying speeds or rpm's. The present invention can achieve the necessary adjustable ram effect by varying the volume of the ram induction system corresponding to the varying rate of volumetric demands of the engine.

BRIEF DESCRIPTION OF THE DRAWINGS

Figure 1 is a three quarter perspective view of a constant speed, natural gas internal combustion engine with a ram air induction system of the present invention.

Figure 2 is a side view of the engine of Fig. 1.

Figure 3 is a front plan view of one embodiment of the ram air induction member of the present invention. Figure 4 is a side plan view of the ram air induction member of Fig. 3.

Figure 5 is a front perspective view of the carburetor flange for the ram air induction member of Fig. 3. Figure 6 is a three-quarter perspective view of the manifold flange for the ram air induction member of Fig. 3.

Figure 7 is a cross-sectional view of the engine block depicted in Figs. 1 and 2, taken along lines 7-7 of Fig. 2, and further showing a front plan view of the air intake system.

Figure 8 is a side view of a second embodiment of the ram air induction member for use in association with variable speed engines.

Figure 9 is a cross-sectional representation of air flow patterns developed through an internal tube, such as the ram induction member of the present invention.

Figure 10 is a cross-sectional view of the engine block depicted in Figs, l and 2, taken along lines 7-7 of

Fig. 2, further including a front plan view of the improved carburetion system, fuel supply and plenum of the present invention.

Figure 11 is a cross-sectional view of one embodiment of the carburetion system and plenum of the present invention. Figure 12 is a cross-sectional view of a second embodiment of the carburetion system and plenum of the present invention.

Figure 13 is a side view of the engine of Fig. 10. -li¬ lt should be understood that the drawings are not necessarily to scale. In certain instances, details which are not necessary for an understanding of the present invention or which render other details difficult to perceive may have been omitted. It should also be understood that the invention is not necessarily limited to the particular embodiments illustrated herein.

DETAILED DESCRIPTION OF THE INVENTION Turning first to Figs. 1 and 2, there is shown a perspective and side view of a constant speed internal combustion engine 10. In the embodiment shown, the engine is fueled by compressed natural gas, however, the benefits of the present invention will be achieved with virtually any type of liquid or gaseous fuel used in association with a combustion or spark ignition engine. For example, the fuel may be liquid or gaseous, including fuels such as natural gas, ethanol, ethyl tertiary butyl ether (ETBE) , methanol or methyl tertiary butyl ether (MTBE) , and the fuel may be added to the system at any of a number of locations. Fuel may be added to the intake air stream by way the improved carburetion system or by a conventional carburetor, either upstream or downstream of the induction system. Fuel may also be directly added to the combustion chamber, such as in port injection. Fuel may also be added by way of throttle body injection techniques or by other techniques known to one of skill in the art. The present invention may also be utilized in combination with a conventional gasoline engine, a diesel engine or a rotary engine.

As can be seen in Figs. 1, 2 and 7, the engine 10 is generally defined by an engine block 12, an air intake system 14, an exhaust system 16 and a fuel source 18 connected with the engine by fuel line 20. The air intake system 14 includes an air filter 22, a carburetor 24, an air or air-fuel mixture induction member 26, and a manifold 28. In the embodiment shown, a pressure regulator 30 is located between the fuel source 18 and carburetor 24 to account for fuel pressure dynamics associated with use of compressed natural gas as the combustion fuel.

Figure 10 is a cross-section of the engine block 10, similar to Fig. 7, and further showing an alternative embodiment of the air intake system 14. In the embodiment, the conventional carburetor 24 is replaced with an improved carburetor 74 and air intake plenum 76. The carburetor 74 receives fuel from fuel source 18 in the same fashion as depicted in Figs. 1 and 2. Similarly, if the fuel source is compressed or liquid natural gas, the fuel line 20 will include a pressure regulator 30.

Turning to Fig. 11, an embodiment of the carburetion system 74 and air intake plenum 76 of the present invention is shown in cross section. The plenum 76 includes an ambient air intake 78, a preconditioning air chamber 80, and an air exit port 82. The preconditioning chamber 80 is further designed to hold an air filter 22 to remove particles from the air which could harm the engine. The carburetor 74 is in communication with air exit port 82 by way of its own air intake opening 84. Fuel injection ports 86 are disposed around the perimeter of the carburetor 74 for injecting fuel into an internal mixing chamber 88 for purposes of entraining the fuel in the air. An air-fuel exit 90 is disposed at the downstream portion of the carburetor 74 for delivering the air-fuel mixture to the ram induction member 26. Alternatively, the carburetor 74 could be directly mounted on top of a conventional intake manifold to thereby directly deliver the air-fuel mixture to the intake manifold for transfer to the combustion chamber. In addition, the carburetor 74 could have any number of fuel injection ports 86, ranging from one to many, as would be appreciated by one skilled in the art.

With reference to Figs. 7 and 10, and as is well- known, each piston 32 and cylinder 34 have four distinct and repeating cycles or strokes. In the first stroke, an intake valve 36 opens and the downstroke of the piston 32 creates a vacuum which draws the air fuel mixture from the air intake system 14 through the intake valve 36 and into the combustion chamber 38. The intake valve 36 then closes and the upward movement of the piston 34 compresses the air fuel mixture, at which point a spark ignites the mixture and forces the piston 34 into a downward cycle or stage. At this point, an exhaust valve 40 opens and the upward stroke of the piston 34 forces the exhaust fumes into the exhaust system 16 of the engine. As is known in the art, a rotary engine operates under similar principles. First, an air fuel mixture is drawn into a chamber by vacuum pressures. Then, as the rotor rotates, the air-fuel mixture is compressed. Next, the air-fuel mixture is combusted and, ultimately, the combustion byproducts are exhausted. The present invention improves the horsepower and fuel efficiency of conventional combustion or spark ignition type engines, and simultaneously reduces harmful emission byproducts, by generating an improved air-fuel mixture in carburetor 74 and by creating a ram air effect through utilization of the air or air-fuel ram induction member 26.

In operation, the vacuum created in the compression and combustion chamber draws ambient air through the air filter 22 and into the preconditioning air chamber 80. The plenum 76 acts to isolate the intake air from the heat generated by the engine 10. As the temperature of air drawn into an engine increases, the performance of the engine decreases. Generally, one horsepower of output is lost for every five degrees fahrenheit air temperature rise. Ideally, the plenum would draw air from a location sufficiently removed in distance from the engine, as well as insulate the air it does capture, to insure the heat of the engine would not affect the temperature of the air. Thus, the plenum provides a reservoir of air that is cooler than the air immediately surrounding the engine, thereby further enhancing engine performance. The plenum further acts to precondition the air by providing a volume of air which will more uniformly enter the carburetor than air passing through a conventional filter. As the preconditioned air enters the mixing chamber 88 of the carburetor 74, the air flow will decrease in speed or velocity and will be subject to an increase in pressure due to the configuration of the mixing chamber 88. The pressure increase acts to resist or impede the injection of fuel and the air flow. This causes the fuel to disperse more uniformly and mix more completely with the air.

The mixing chamber 88, while shown in Fig. 11 as having an elliptical cross section, may be of different geometric configurations, provided zones of stagnant or dead air flow patterns are substantially eliminated. One such alternative configuration is illustrated in Fig. 12. As can be appreciated with the embodiments of Figs. 11 and 12, the mixing chamber 88 is configured to promote a smooth transition for air entering through the intake opening 84 and for the air-fuel mixture exiting through exit 90. The elliptical version shown in Fig. 11 will work most effectively with gaseous fuels, while the more rounded embodiment of Fig. 12 will work most effectively with liquid fuels. Due to the presence of droplets of fuel, liquid fuel is more difficult to mix with air than gaseous fuels. The more rounded mixing chamber of Fig. 12 enhances dispersement and mixing of liquid fuel better than the elliptical embodiment of Fig. 11. By eliminating stagnant flow zones or dead spots, the carburetor 74 eliminates concentrated areas of fuel build up or areas of too dense of fuel distribution. Highly concentrated and localized areas of fuel can impede the performance of an engine by causing detonation or premature ignition. When subject to compression, highly concentrated and localized areas of fuel, or hot spots, will ignite sooner than desired and will create pollutants due to incompletely burned fuel.

The ram induction member 26 is not limited to the configuration shown in Figs. 1-4 and 7. However, this particular configuration has yielded optimum results in testing conducted with a General Motors 7.4 liter, 454 cubic inch, V-8 engine fueled by compressed natural gas operating at a constant engine speed of 1800 rpm's. The carburetor utilized in the test configuration is an Impco 225 Carburetor, not the carburetor depicted in Figs. 11 or 12. Alternatively, an Impco 425 carburetor could be utilized or a carburetor system of the present invention, such as shown in Figs. 11 and 12.

While the configuration of ram induction member 26 was designed to provide optimum efficiency at 1800 rpm's, the test data also reveals increased horsepower attained at each speed tested. For all speeds other than 1800 rpm's, a still greater increase in horsepower and torque, as well as increased fuel efficiency and reduced emission of pollutants, would have been achieved had the ram induction member 26 been optimally configured for each speed. Set forth in Tables 1 and 2, is test data for the compressed natural gas, internal combustion engine running at constant speeds ranging from 1200 rpm's to 3000 rpm's, in increments of 200 rpm's. Table 1 data is for the engine operating with the induction member 26 shown in Figs. 3-6, but optimally tuned at 1800 rpm's. Table 2 data is for the engine operating in its conventional configuration without the ram induction member 26.

TABLE 1 TEST DATA

Target Actual Torque Power Fuel Flow Specific Fuel Efficiency RPM RPM lb/ft. HP lb/hr. Consumption %

1200 1205.3 262.0 60.1 25.8470 0.4299 30.59%

1400 1410.3 273.0 73.3 30.7950 0.4201 31.30%

1600 1612.0 285.0 87.5 35.9371 0.4108 32.01%

10 1800 1796.0 286.7 98.0 39.4607 0.4025 32.67%

2000 2001.7 289.0 110.2 42.6888 0.3876 33.93%

0

2200 2202.0 287.3 120.5 46.1948 0.3835 34.29% I

2400 2403.0 291.7 133.4 50.9487 0.3818 34.44%

2600 2598.3 295.7 146.3 56.0952 0.3835 34.29%

15 2800 2801.7 294.7 157.2 60.8227 0.3869 33.98%

3000 2998.7 294.0 167.9 64.6991 0.3854 34.12%

TABLE 2 TEST DATA

1200 1196.67 243.67 55.53 26.0014 0.4683 28.08%

1400 1392.00 253.67 67.23 30.9141 0.4598 28.60%

1600 1602.33 267.00 81.43 35.9283 0.4411 29.81%

10 1800 1801.67 273.33 93.77 40.0869 0.4275 30.76%

2000 2007.67 279.00 106.63 42.8828 0.4021 32.70%

2200 2205.00 282.67 118.67 46.6358 0.3930 33.46%

2400 2401.67 287.00 131.27 50.9487 0.3882 33.87%

2600 2603.33 289.33 143.40 56.3422 0.3929 33.47%

1$ 2800 2802.67 291.00 155.30 61.0079 0.3929 33.47%

3000 3003.33 286.00 163.53 65.2460 0.3989 32.96%

As the data reveals, the ram effect created by the induction member 26 allows the engine to attain greater horsepower with less fuel consumption and generates greater torque at each tested speed in comparison to the same engine operated under the same conditions, but without the ram induction member 26. While not shown in this test data, the ram effect also reduces hydrocarbon, carbon monoxide and nitrous oxide emission by generating more complete fuel combustion while reducing the possibility of premature combustion.

It is believed that combining the ram induction member 26 with the carburetor 74, as shown in Figs. 10-13, would yield further improvements than is set forth in the data of Table 1. Figs. 3-6 illustrate the embodiment of the induction member 26 utilized in generating the data in Table 1. In this embodiment, most readily shown in Fig. 3, the ram induction member 26 is generally in the shape of an inverted letter "Y". The ram induction member 26 is comprised of an up-stream or carburetor flange 42, a first elongated tubular portion 44, a second tubular portion 46 including two separate and outwardly extending leg portions 48 and 50, and a base or manifold flange 52. In the embodiment depicted in Figs. 1, 2 and 7, the manifold flange 52 serves to mount the ram induction member to the intake manifold 28 of the engine. The manifold flange 52 is provided with two ports 54 and 56 for communication of the air-fuel mixture between the ram induction member 26 and the manifold 28. Similarly, the upper or carburetor flange 42 serves to mount the carburetor 24 to the up stream end of the ram induction member 26. Carburetor flange 42 is provided with a single port 58 for communication between the carburetor 24 and ram induction member 26. As would be recognized by one of skill in the art, the manifold and carburetor flanges 42 and 52 may be reconfigured to cooperate with different types or configurations of carburetors, manifolds, fuel injection devices or other componentry.

With reference to Figure 9, the performance enhancing effects of the ram induction member 26 can be more fully explained. In a combustion or spark ignition engine, such as shown in Figs. 1 and 2, air enters the engine through an air filter and then passes into a carburetor for the addition of fuel. The air and air-fuel mixture flow patterns tend to be turbulent at this point to promote complete mixing and uniform entrainment of fuel in the air. However, turbulent flow patterns can ultimately impede the flow of the air-fuel mixture into the combustion chamber. Consequently, the combustion chamber may not fill completely and the power output of the engine will decrease accordingly.

As the air-fuel mixture enters the ram induction member 26, depicted at 60 in Fig. 9, the flow patterns are turbulent. The ram induction member acts to induce a fully developed and laminar flow pattern, or ram effect, prior to the air-fuel mixture entering the manifold 28. The ram effect can be optimized by tuning the ram induction system to match volumetric air-fuel mixture requirements of the combustion chamber of the particular engine. The enhanced performance characteristics of increased horsepower with reduced fuel consumption are a direct result of the volumetric efficiencies achieved by the ram effect.

More specifically, if a combustion chamber is not completely filled with an air-fuel mixture, the ultimate combustion will be undercharged and the resultant engine output will be underpowered. Conversely, if the combustion chamber is overfilled, as occurs with turbochargers or superchargers, the ultimate combustion and power output will be enhanced. The ram effect achieved by ram induction member 26 enhances volumetric efficiencies by preconditioning the air or air-fuel mixture prior to it being drawn into the combustion chamber. In particular, the ram induction member 26 induces the air or air-fuel mixture into a fully developed and laminar flow pattern 62. As a result, when the intake valve 36 is opened and the air-fuel mixture is drawn from the ram induction member 26 into the chamber, the entire volume of air-fuel mixture develops a cohesive momentum or inertia due to the laminar flow pattern. The volumetric cohesiveness acts to pull a greater volume of air-fuel mixture into the combustion chamber, even as the vacuum pressure decreases at the end of a cycle. As a result, a greater volume of air-fuel mixture is drawn into the combustion chamber and horsepower increases. For the same reasons, the ram effect enhances combustion and reduces harmful emissions. The fully developed and laminar flow acts to maintain an even distribution of fuel within the volume of air. This, in turn, reduces localized high concentrations of fuel or hot spots. As a result, premature ignition is reduced or eliminated, and greater fuel combustion is achieved.

It is believed that further performance enhancements will occur by combining the plenum 76 and carburetor 74 with the ram air induction member 26. Because the plenum 76 isolates the ambient air from the heat generated by the engine, the air entering the carburetor 74 is cooler than it might be otherwise. The cooler air is then mixed with fuel in chamber 88 more thoroughly than with a conventional carburetor. The more complete mixing is a direct result of enhanced fuel dispersion created by the zone of increased pressure within the chamber 88, together with the elimination of stagnant or dead air flow zones. Consequently, the air-fuel mixture passing through the ram air induction member 26 will be cooler and more thoroughly mixed than the fuel utilized in the testing which yielded the data in Tables 1 and 2. In addition, because the air is cooler, it is more dense and, therefore, capable of entraining a greater amount of fuel in the same volume of space. All of these enhancements will increase horsepower, decrease fuel consumption and reduce emission of harmful pollutants. It has been found through testing that maximum horsepower increase and fuel efficiency is achieved if the fully developed and laminar flow pattern is substantially developed instantaneously with the air or air fuel mixture entering the combustion chamber. Thus, with reference to Fig. 9, the flow pattern depicted at 62 is the flow pattern the air-fuel mixture should have as it enters the combustion chamber. If the flow is allowed to over-develop, as is shown at 64 in Fig. 9, an excessive boundary layer 66 is developed along the perimeter of the ram induction member 26 which tends to block the flow and inhibits optimal performance of the present invention.

Based upon empirical testing with the GM 454 cubic inch V-8 engine, utilizing compressed natural gas and an Impco 225 Carburetor and operating at a constant speed of 1800 rpm's, the ram induction member 26 will achieve optimal performance with an overall height H of 22% inches using tubing having a 2% inch outside diameter comprised of V_lβ inch thick steel. The first tubular portion 44 has a height h., of 19 inches and the second portion has a height h₂ of 2% inches measured from the base flange 52 to the end of the first tubular portion 44. The leg portions are formed at an angle a of 25° from the base 52. It should be understood that the optimal configuration of the ram induction member 26 will vary depending upon the particular engine utilized.

It will be readily appreciated by those skilled in the art, upon reading the teachings of this disclosure, that the enhanced horsepower, torque and fuel efficiency, and reduced emission of pollutants achieved by the present invention can be achieved using multiple ram induction members 26 rather than a single ram induction member as shown in Figs. 1-4 and 7. For example, each individual cylinder or combustion chamber may have a separate induction member 26. Alternatively, separate induction members may be utilized with pairs or groups of combustion chambers in varying combinations. Additionally, the induction members can be fabricated to attach directly to the intake valve of the combustion chambers to eliminate a separate intake manifold.

The present invention can also be utilized in combination with a supercharger or turbocharger mounted upstream of the carburetion system and induction member. In principle, turbochargers and superchargers force or push a large volume of air into the intake systems of engines. Because this forced air flow is turbulent, it can act to inhibit or impede efficient flow of air or the air-fuel mixture. By tuning the ram induction member to work in balance with the air flow patterns created by the turbocharger or supercharger, and in combination with the carburetion system and the vacuum created by the downward movement of the pistons, it is believed that this combination of components will generate even further enhanced performance.

It is a further alternative embodiment of the present invention to utilize the oa>ai»ilities of the carburetion syste and ram induction system with a variable speed engine. As depicted in Fig. 8, a ram induction member 26 can be assembled which is reconfigurable in length to account for different volumetric requirements of the engine during changes in speed. Thus, in the context of an automobile engine, it is envisioned that the volume of the ram induction member can be adjusted to remain in balance with the air flow requirements of the engine. The adjustment can be accomplished through the aid of an electronic control unit (ECU) 68 and electrically controlled servo-motor 70 mounted in association with a telescoping ram induction member to adjust the volume of the ram induction member to match volumetric requirements of the engine. Of course, other methods of volumetric adjustment may be equally effective, including adjusting the diameter of the ram induction member or adjusting both the length and diameter.

Whereas multiple embodiments and certain alternative designs have been shown and described herein, it will be apparent from the foregoing that other modifications, alterations and variations may be made by and will occur to those skilled in the art to which this invention pertains, particularly upon considering the foregoing teachings. By way of example, the configuration and dimensions of the ram induction member or carburetor and plenum may change depending upon the design of the particular engine utilized. Similarly, the material used for the ram induction member or carburetor and plenum may be steel. aluminum, ceramic or any other suitable material or composite material capable of withstanding an engine environment. It is, therefore, contemplated by the appended claims to cover such modifications and other embodiments as incorporate those features which constitute the essential features of this invention within the true spirit and scope of the following claims.

Claims

hat is claimed is;

1. An improved internal combustion engine having at least one combustion chamber and a fuel supply, comprising:

(a) carburetion means for creating a mixture of fuel and air, said carburetion means having an air intake for receiving air external to said engine, a fuel intake in communication with said fuel supply for receiving fuel from said fuel supply, and a mixing chamber disposed to receive said external air and said fuel, said mixing chamber configured to reduce the velocity of the air entering said chamber and to create a zone of increased pressure proximate said fuel intake to promote enhanced mixing of the air and fuel;

(b) manifold means for distributing said mixture of fuel and air to said at least one combustion chamber as needed; and

(c) flow guide means disposed between and communicating with said carburetion means and said manifold means for inducing a fully developed and laminar flow of said mixture of fuel and air before it enters said manifold means; whereby a ram effect is created which increases horsepower, increases fuel efficiency and decreases emission of pollutants.

2. The improved internal combustion engine of Claim

1, wherein said flow guide means induces said mixture of fuel and air to be substantially fully developed and laminar at substantially the point said mixture enters said manifold means.

3. The improved internal combustion engine of Claim 1, wherein said fuel is liquid or gaseous.

4. The improved internal combustion engine of Claim 1, wherein said flow guide means is a tubular member adjustable in volume to match the volume of available fully developed and laminar flowing air-fuel mixture with the varying volumetric combustion requirements at varying engine speeds.

5. The improved internal combustion engine of Claim 1 wherein said internal chamber of said carburetion means is substantially elliptical in cross-section.

6. The improved internal combustion engine of Claim 1 wherein said internal chamber of said carburetion means is substantially circular in cross-section.

7. The improved internal combustion engine of Claim 1 further comprising plenum means for storing and preconditioning the air before it enters said carburetion means.

8. In a compression or spark ignition engine having a liquid or gaseous fuel supply, at least one compression chamber and an associated compression member for compressing a fuel and air mixture within the compression chamber, and ignition means for igniting the compressed fuel and air mixture to provide a power output, the improvement comprising: carburetion means for creating a zone of increased pressure to enhance the mixing of air and fuel, and ram air means for receiving said air and fuel mixture and for inducing the flow of said air and fuel mixture to be substantially fully developed and laminar at least by the point said air and fuel mixture enters said at least one compression chamber.

9. The internal combustion engine of Claim 8, wherein the flow of said mixture of fuel and air is fully developed and laminar at substantially the point said mixture enters said cylinder.

10. The internal combustion engine of Claim 8, wherein said fuel is liquid or gaseous.

11. The internal combustion engine of Claim 8, wherein said ram air means is a tubular member adjustable in volume to match the volume of available fully developed and laminar flow with the varying volumetric combustion requirements at varying engine speeds.

12. An improved compression or spark ignition engine having increased horsepower, increased fuel efficiency, and reduced emission of pollutants comprising:

(a) a source of combustible fuel in communication with said engine; (b) air intake means for drawing external air into said engine;

(c) air and fuel mixing means for receiving the air and reducing its velocity, for receiving said fuel, and for forming a mixture of said fuel and air by creating a zone of increased pressure to disperse said fuel and entrain said fuel within the air;

(d) a combustion chamber disposed within said engine for combusting the mixture of air and fuel;

(e) flow control means disposed between and in operative communication with said air and fuel mixing means and said combustion chamber for inducing a fully developed and laminar flow pattern to said air and fuel mixture drawn into said combustion chamber; whereby said fully developed and laminar flow of said air and fuel mixture creates a ram air effect within said engine which increases the horsepower and fuel efficiency while also reducing emission of pollutants of said engine.

13. The compression or spark ignition engine of claim 12 wherein said engine is an internal combustion engine.

14. The compression or spark ignition engine of claim 12 wherein said engine is an external combustion engine.

15. The compression or spark ignition engine of claim 12 wherein said engine is a constant speed engine.

16. The compression or spark ignition engine of claim 12 wherein said engine is a variable speed engine.

17. The compression or spark ignition engine of claim 16 wherein said flow control means is adjustable in volume to accommodate varying volumetric air needs of said combustion chamber.

18. The compression or spark ignition engine of claim 12 wherein said flow control means comprises a tubular member.

19. The compression or spark ignition engine of claim 12 wherein said flow control means comprises multiple tubular members.

20. The compression or spark ignition engine of claim 19 further comprising multiple combustion chambers wherein said multiple tubular members are operatively associated with said multiple combustion chambers.

21. The compression or spark ignition engine of Claim 12 wherein said air intake means further comprises a plenum for preconditioning the air after it is drawn into the engine, but before the air enters said air and fuel mixing means.

22. A method for increasing fuel efficiency, increasing horsepower and reducing emission of pollutants in a compression or spark ignition engine, comprising the steps of: (a) intaking air into said engine;

(b) filtering said air;

(c) reducing the velocity of said air and injecting the fuel into said air while subjecting the air and fuel to an increase in pressure to entrain said fuel within said air;

(d) inducing said air-fuel mixture into a fully developed and laminar flow pattern; (e) transferring said air-fuel mixture into a combustion chamber while in a fully developed and laminar flow pattern;

(f) compressing said air-fuel mixture; and (g) combusting said air-fuel mixture to create useable horsepower.

23. The method of claim 22 wherein said intake air is induced into a fully developed and laminar flow pattern before fuel is added.

24. The method of claim 22 wherein said air-fuel mixture is induced into a fully developed and laminar flow pattern at substantially the point it enters said combustion chamber.

25. An improved carburetion system for a spark ignited liquid or gaseous fueled engine, the engine having an air intake system upstream of said carburetion system and a compression chamber downstream of said carburetion system, said improved carburetion system comprising:

(a) a body, said body defining an internal chamber; (b) said chamber having an air intake port in communication with said air intake system for receiving external air from said air intake system;

(c) fuel input means associated with said chamber for delivering fuel to said internal chamber; (d) said chamber having an exit port for delivering an air fuel mixture to said compression chamber; whereby said internal chamber is adapted to create a zone of increased pressure and reduced flow velocity to enhance mixing of said fuel and said air prior to delivery of said mixture to said compression chamber to achieve a more complete combustion of said mixture.

26. The carburetion system of claim 25 wherein said chamber is substantially spherical in shape.

27. The carburetion system of claim 25 wherein said chamber is substantially elliptical in shape.

28. A method for increasing fuel efficiency, increasing horsepower and reducing emission of pollutants in a compression or spark ignition engine, comprising the steps of:

(a) intaking air into said engine;

(b) filtering said air;

(c) preconditioning said air in a plenum; (d) drawing said air from said plenum into a mixing chamber having a zone of increased pressure;

(e) mixing fuel with said air to entrain said fuel within said air;

(f) inducing said air-fuel mixture into a fully developed and laminar flow pattern;

(g) transferring said air-fuel mixture into a combustion chamber while in a fully developed and laminar flow pattern; and

(h) compressing and combusting said air-fuel mixture to create useable horsepower.

29. The method of claim 28 wherein said intake air is induced into a fully developed and laminar flow pattern before fuel is added.

30. The method of claim 28 wherein said air-fuel mixture is induced into a fully developed and laminar flow pattern at substantially the point it enters said combustion chamber.