Vapor Fueled Engine

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VAPORFUELED ENGINE reading above or below, e.g., 3, will activate the control for opening and closing the valve or valves which control ambi

RELATED APPLICATION ent air flow and vaporized fuel flow (more accurately an 0001. This is a continuation-in-part of co-pending U.S. enriched mixture of air and fuel). For example, a 3.2 reading patent application Ser. No. 10/706,507 entitled “Vapor will produce an opening of the ambient air valve and/or a Fueled Engine filed on Nov. 11, 2003, and claims priority to closing of the vaporized fuel flow. A 2.8 reading will produce said 507 application. the reverse.

FIELD OF THE INVENTION

0009. Whereas it would be presumed and has been assumed that an established fixed setting of fuel-to-air mix 0002 This invention relates to the use of vaporized fuel to ture would produce a stabilized mixture throughout the power an engine and, more particularly, to improvements that operation of the engine, Such has been determined to be not enhance fuel efficiency. the case. There are many variables that need to be controlled or accommodated. The liquid fuel temperature is known to

BACKGROUND OF INVENTION have the greatest impact on hydrocarbon emissions and fuel 0003. It is known that under some conditions the use of efficiency, and that temperature will vary by small but very vaporized fuel versus liquid fuel for gasoline powered significant degrees of temperature due to environmental vehicles can reduce the emission of hydrocarbons conveyed changes, i.e., temperature, elevation, humidity, and the like. into the atmosphere, while also increasing fuel efficiency. The Thus, in the preferred embodiment, a quantity of fuel to be problem that has lingered is how to obtain and retain those vaporized is precisely temperature controlled to Substantially eliminate the effect of such environmental variables.

benefits over the changing conditions in which Such vehicles are typically driven. 0010 Regardless, there still remain significant changes that are not controlled simply by maintaining the liquid fuel

SUMMARY OF THE INVENTION temperature. These remaining variables are accordingly 0004 As known and as described in the commonly owned accommodated by monitoring the 02 sensors. To the extent

No. 6,681,749, (incorporated herein by reference), fuel effi 02 monitor, the mixture is corrected, i.e., by changing the ciency can be improved by heating a quantity of gasoline to setting of a valve or valves.

cause vaporization, directing the vapor into a stream of ambi 0011 Whereas the above improvements are considered ent air, establishing a desired air-to-fuel mixture and directing the primary features for the preferred embodiment, the fol the mixture into the intake manifold of an engine. lowing is also considered to provide additional benefit. 0005. Whereas the system as disclosed in the above appli 0012 Again in the preferred embodiment, a quantity of cation has resulted in significant improvement, it has not liquid fuel, e.g., one gallon of fuel, is inserted into a vapor achieved the consistency of operation desired. ization tank. The fuel occupies, e.g., the lower half of the tank, 0006. It is known that there is an optimum fuel-to-air and a heating element and temperature sensor is provided in mixture that needs to be maintained. A fuel-to-air mixture of the fuel-containing portion of the tank. The temperature is set 1 to 20 is likely too rich resulting in an unacceptable percent and maintained at, e.g., 74 degrees, and that temperature age of hydrocarbons in the fuel that are not properly com causes vaporization of the fuel, the vapor rising from the busted and fuel efficiency is reduced. A 1 to 40 mixture is too liquid surface into the upper half of the tank. Within the tank, lean with today's catalytic converters (CATs) and produces an in the upper half, there is an ambient air inlet and a vaporized emission of nitrogen oxide that is prohibited by the EPA fuel outlet. A sequence of baffles directs air from the inlet and emission standards. A fuel-to-air mixture of about 1 to 30 is across the surface of the liquid fuel to the outlet which is about optimal for current gasoline engines used in vehicles connected to an outer first conduit. The ambient air tempera and an objective of the invention is to control the fuel-to-air ture is stabilized by its movement over the liquid and in the mixture to maintain the ratio in the range Substantially at, e.g., process mixes with the rising fuel vapor. As expelled through 1 to 30. the outlet and into the first conduit, such becomes the vapor 0007 Consistent with the above objective, the mixture is ized fuel heretofore alluded to and which is perhaps more monitored and adjusted throughout operation of the engine. correctly identified as an enriched fuel air mixture. A second This is accomplished automatically by the use of valves that ary Source of ambient air is conducted through a second control the flow of vapor fuel and/or ambient air that is mixed conduit and merges with the vaporized fuel of the first con prior to entry of the vapor fuel into the engine's intake mani duit. Prior to saidjoining of the air and vaporized fuel, at each fold. The valves are coupled to a control that is in turn coupled or a selected one of the first and second conduits, control to a vehicle's 02 sensor which senses 02 emissions in a vehi valves are provided which control the flow volume from the cle's exhaust (a standard feature on most modern vehicles.) It respective conduits to vary the amount of ambient air and has been learned that the O2 emissions are directly related to vaporized fuel that is combined into a third conduit or con hydrocarbon emissions which as explained is a reflection of tinuing conduit (also referred to as a mixing chamber) which the fuel-to-air mixture. in turn conveys the mixture to the engine's intake manifold. 0008. In the preferred embodiment, an electrical output 0013. A further problem for which a solution had to be from the 02 sensor is transmitted to the mentioned control. It derived was the discovery that the process as described, when is known that the desired reading for the voltage output of the vaporizing the common gasolines that are commercially sensor as measured by the control is, e.g., 3 volts. At startup, available, generates a liquid residual that does not readily the reading will typically beat, e.g., 4 volts, indicating a too vaporize, e.g., at the temperature setting considered other rich mixture but desirable for startup and warming of the wise optimal. Over a period of time, this liquid residual engine. After a time delay to accommodate warm up, any becomes a greater and greater portion of the liquid content of

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the vaporization tank. Thus, a provision is made for a periodic the components of the illustrated embodiment are incorpo purging of the liquid residual from the tank. rated into the system to achieve the objectives of the present 0014 Whereas it was determined that the residual liquid invention.

burned acceptably well in conventional engines, and particu 0022. Item 16 represents an air box through which ambi larly to the extent that the systems of the preferred embodi ent air is drawn when operating the engine. Air conducting ment are adaptable and applied as retrofits to such conven conduits 18 and 20 from airbox 16 provide the desired airflow tional engines, a first solution is the alternate running of the to the remainder of the system as will be described. engine, i.e., on vaporized fuel as described above, and then, as 0023 Conduit 20 includes a valve 22 that controls the desired, converting back to conventional liquid fuel operation volume of air directed through conduit 20 and which is con wherein the residual liquid is used to fuel the engine. A veyed to a vapor producing tank 26 via the tanks top or cover recycling procedure may be established to (a) fill the tank 24.

with e.g., a gallon of liquid gasoline; (b) vaporizing 80% of 0024 Conduit 18 includes a valve 28 which controls the the fuel and then Switching to conventional engine operation Volume of ambient air that is directed into a mixing chamber to burn off the liquid residual; and (c) refill the tank and switch 3O.

back to vaporized fuel. Other solutions are certainly contem 0025. Returning to the vapor-producing tank 26, the tank plated. The residual can be simply extracted from the tank on is provided with flow control apparatus, e.g., baffles, which a periodic basis, stored until refueling is required, and then will be later explained, but for this overview description it will disposed of or preferably transferred for use in a conventional be understood that air from conduit 20 (as controlled by valve engine use. 22) enters the tank 26 through the top 24, liquid fuel 28 is 0015. A further enhancement to fuel economy was discov drawn from a gas tank 32 via conduit 34, hot water heating ered by incremental increases in the temperature settings for coils immersed in the liquid fuel via inlets and outlets 36, 38 heating the fuel in the vaporization tank. For example, it may heat the gas/fuel 28 and generate vapors 40. The vapors are be found optimal to heat the fuel to a temperature of e.g. 80 picked up by the airflow from air conduit 20 and directed out degrees at the outset, but the chemical makeup of that fuel through conduit 42 to the mixing chamber 30 but controlled changes as the more active component of the fuel vaporizes. by valve 44. The air vapor mixture of conduit 42 is intermixed The same temperature produces less vapor and the engine will in mixing chamber 30 with ambient air from conduit 18, and detectably lose power. At a detected power loss it may be the mixture is directed through the intake port 10 and from desirable to raise the temperature e.g. to 82 degrees which there into the combustion tank of the engine. will increase vaporization and reinstate the power. Whereas theoretically the heat can be repeatedly increased to the point 0026 Reference is now also directed to FIG. 2 which where virtually all of the fuel is vaporized, it is considered a illustrates an automatic control process for the air, vapor, and more desirable practice to stop the incremental heating at a fuel flow rates referred to in FIG.1. Each valve 22, 28 and 44 point where the residual component can still be effectively are opened and closed as desired (between any of the unlim used as a liquid fuel. For example, the temperature can be ited positions between fully opened and fully closed) by increased in 1 or 2-degree increments up to 100 degrees (or motors, e.g., Stepper motorS 22'28" and 44'. where substantially 80% of the fuel is vaporized). At that 0027. It has been determined that fuel efficiency can be point the process is interrupted and the vaporizing tank measured by the hydrocarbons that are emitted from the purged and refilled with fresh fuel. vehicle exhaust. Unfortunately, the elimination of hydrocar 0016. The invention will be more fully appreciated and bons from gasoline-produced engines currently available understood by reference to the following detailed description cannot be total as such produces an undesired and unpermit and drawings referred to therein. ted emission of nitrogen oxides. Thus, one first determines the level of nitrogen oxide that is permitted and then the lowest

DESCRIPTION OF THE FIGURES level of hydrocarbons that will stay within the limits permit ted for the restriction on nitrogen oxide.

0017 FIG. 1 is a schematic overview of a preferred 0028. It has further been determined that 02 detectors for embodiment of the invention; detecting a level of 02 in the vehicle's exhaust and which have 0018 FIG. 2 is an operational diagram of the system uti been incorporated into the exhaust system of later model lized for the embodiment of FIG. 1; vehicles, are directly related to the level of hydrocarbons in 0019 FIG. 3 is an exploded view of the vaporization tank that same exhaust. Thus, one can determine what 02 reading of FIG. 1; and of the detector 14 produces the optimum fuel efficiency. For 0020 FIG. 4 is a further exploded view illustrating in example, a desired hydrocarbon level may be determined to particular the control valves of the system of FIGS. 1 and 2. exist when the 02 monitor produces a reading of 3 volts. DESCRIPTION OF THE PREFERRED 0029. Returning to FIG. 1, it has been determined that fuel EMBODIMENT efficiency is achieved by controlling the ratio of fuel-to-air mixture achieved at the mixing chamber 30 from which the 0021 Reference is made to FIG.1, which provides a sche mixture enters the engine intake throttle body. It is known that matic overview of the components of a system in accordance the vapor-air-mixture directed into the mixing chamber 30 with the present invention. A gasoline-powered engine as from conduit 42 is too rich, e.g., 1 part fuel to 10 parts air, and labeled, includes an intake port 10 connected to the engine's of course the air only from conduit 18 has zero parts fuel. The throttle body. The engine, when operating, draws air and fuel desired mixture may be that which achieves a 30 to 1 ratio, through port 10. The engine includes an exhaust pipe 12 that e.g., of 2 cubic feet of air, through valve 28 for each cubic foot is equipped with an 02 sensor 14. The engine, intake port 10 of air/vapor through valve 44.

and 02 detector 14 may be standard equipment provided for a 0030. Whereas the valves 28 and 44 can be set to achieve conventional gasoline-driven vehicle, and the remainder of the desired mixture at a givenpoint in time, it has been learned

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that many factors affect the ratio achieved in the vapor/fuel Baffle plate 72 provides an impediment to airflow from air mixture flowing through conduit 42. inlet 78 and diverts the air flow laterally and downwardly 0031 Assuming a specific hydrocarbon emission is within the tank 26.

desired, a reading of the 02 detector will verify that this 0038 Completing the assembly is the top or cover 24 desired mixture has been achieved, as that reading also indi which has a complex shape which can be described as a cates the hydrocarbons in the exhaust. As explained, a fixed distorted pyramid shape. The apex of the pyramid shape is setting will not likely achieve the optimum ratio over any positioned at one end whereat an air inlet 78 is provided A given period of time. Any temperature change, any eleva vapor air outlet 80 is provided at the same end but along the tional change and even differences in fuel make up will skew side wall of the pyramid shape. The flange 82 forming the the vapor/fuel mixture flowing from the tank 26 to the mixing peripheral edge of the top 24 includes bolt holes which lineup chamber 30. with bolt holes in flange portion 76 of baffle plate 66 and with bolt holes in a flange 84 forming the peripheral edge of box 0032. Accordingly, the valves 22, 28 and 44 are operated 48. Bolts (not shown) are inserted through the aligned bolt by stepper motors 22, 28' and 44' (illustrated in the flow chart holes to fasten the components together. A float 86 contained of FIG. 2 and in exploded perspective view in FIG. 4) which in the box 48 determines the level of liquid gasoline contained stepper motors are automatically operated by computer C. in the box. The liquid gasoline enters the box through conduit Computer C monitors the 02 and thus the hydrocarbon emis 34 and a recycling conduit 90 is provided to drain and/or sions in exhaust 12 and should those readings indicate too circulate the gasoline in the vaporizing tank 26 as may be high or too low hydrocarbons, the stepper motors are acti desired.

vated by the computer to change the relative fluid volumes 0039. In operation liquid gasoline is filled to a level of from conduit 18 and conduit 42. Should the reading show a about 3/4 inch in the bottom of the box 48 which is above the too high hydrocarbon level, the vapor?air flow of conduit 44 position of the heater coils 50 and below the top of the baffle needs to be lessened, e.g., the valve 44 closed, or, e.g., the grid 56. The baffle grid 56 and baffle plate 62 primarily valve 28 opened, or, e.g., both closing of valve 44 and opening prevent sloshing of the gasoline during driving of the vehicle. of valve 28. As the liquid gasoline vaporizes (induced by the heating coil 0033. The adjustment may take place in stages, i.e., a 1° 50) air from inlet 78 is dispersed across the liquid surface via closing of valve 44, a re-reading of the 02 detector followed baffle plates 72 and 68 which collects vapors 40 (see FIG. 1) by repeated partial closing of valve 44 or alternatively the and is then directed through outlet 80 and to the mixing partial opening of valve 18 or a combination of both.Valve 22 chamber 30 via conduit 42 as previously discussed. can also be a factor as restricting air flow into conduit 20 will 0040. As gasoline is vaporized and drawn from the surface slow the flow of air to the tank 26, thus to conduit 42, while of the liquid gasoline, the gasoline level diminishes which is also diverting more airflow through valve 28. detected by the float 86. As determined desirable by the system, the gasoline is replenished through inlet 34. After 0034. The structure as described enables the designer to Some period of time, the gasoline starts to become contami design a system that will theoretically provide the desired nated (does not vaporize) and it is desirable to purge the tank. result in fuel-to-air mixture (e.g., 1 to 30) as deemed desir This can be done by converting the engine to gasoline use and able, but then in recognition of the impact of Small environ drawing the residual gas of the tank 26 through the conven mental changes that produce Substantial deviations in effi tional gas injection system. It can also be simply drained into ciency, provide automatic adjustments that are responsive to a holding tank and utilized for other power equipment, e.g., a real time readouts from an exhaust monitor, e.g., an 02 detec powered law mower.

tOr.

0041 As explained in the Summary of the Invention, a 0035 Reference is now made to FIG. 3, which illustrates further improvement is the controlled modification to the the components of the vaporizing tank 26. The tank 26 con temperature of the fuel in the vaporization tank. The tempera sists of a metal box 48 having dimensions of about 4"x8"x ture at the outset is established to provide a desired vaporiza 12". Fitted to the bottom of the tank is a hot water coil 50 that tion of a quantity of fresh fuel, e.g. 74 degrees (but note this includes an inlet 52 and outlet 54 which, when assembled to initial desired temperature will likely change with different the box 48, extends from the box via inlet 52 and outlet 54'. fuel types and for example 80° may be just as valid a start 0036 Seated onto the box bottom and over the coil 50 is a temperature). A temperature sensor previously referred to is baffle grid56. The plates of the baffle grid 56 include slots 58 utilized to control the heat generated by a heating source, e.g. which enable the seating of the grid over the coil 50. Baffle the indicated water heating coils immersed in the liquid fuel. grid56 includes fastener tabs 60 and assembled to the fastener 0042. The power generated by the engine at the initial fuel tabs 60 is a lower baffle plate 62 having spaced circular temperature is monitored and when a determined power loss opening 64. The baffle plate 62 is seated below the upper edge is detected, the temperature of the fuel in the vaporization of box 48 (defined by flange 84) and affixed to the flange 84 tank is increased, e.g. by 1 or 2 degree increments. The loss of is an upper baffle plate 66. Extending flanges 68 of baffle plate power is simply a result of the above described vaporization 66 protrude laterally from the box and provide the means to process. The liquid gasoline produces more vapors initially secure the box 48 to the body of the vehicle. Upper flange 68 than it does as time goes on. The engine requires a quantity of has rectangular openings 70. vapor to run correctly and that quantity of vapor exists when 0037 Secured to the upper baffle plate 66 and in alignment the gasoline is fresh but not after Some time vaporizing. This with an air inlet to be described is a secondary upper baffle loss of power is detected by the 02 sensor that reports the air plate 72, reduced in size and secured to the upper plate 66 so to fuel ratio. Many things such as high or low levels of as to cover a substantial portion of the opening 70'. Provided hydrocarbons, carbon dioxide and oxygen can be derived in this secondary plate is a plurality of Small holes, e.g., five from the 02 sensor. When there is a loss of power, the hydro holes 74 having a size of about a quarter inch in diameter. carbons and carbon dioxide levels go extremely low and the

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oxygen level goes extremely high as well as higher air to fuel 10. The fuel supply assembly of claim 9, wherein the ratio. Any or all of these can be utilized as a signal for loss of condition change is a loss of power. power. 11. The fuel supply assembly of claim 5, wherein the 0043. The initial cure to the power loss is to adjust either controller incrementally increases the temperature of the the ambient air valve 28 or vapor value 44 or both. As the amount of fuel in response to an O sensor detecting low vaporization process continues, the ambient air valve will hydrocarbon levels.

close and the vapor valve will openin response to the less and 12. The fuel supply assembly of claim 5, wherein the less potent liquid gasoline that is producing the required controller incrementally increases the temperature of the vapor. Eventually the vapor valve will be fully opened and the amount of fuel by increments of about one degree. free air valve will be fully closed. At this point the tempera 13. The fuel supply assembly of claim 5, wherein the controller incrementally increases the temperature by incre ture of the fuel is increased. Heating the gasoline in 1 or 2 ments of about two degrees or more. degree increments is enough to increase the production to 14. A method comprising:

adequately provide the needed fuel vapors to the engine. As inducting an amount of fuel into a vaporization tank; the heat is increased, the vapor valve moves away from its incrementally increasing the temperature of the amount of fully opened position until the new temperature is no longer fuel in the vaporization tank to vaporize different por adequate at which time the vapor valve opens and will even tions of the amount of fuel; tually will be fully opened until more heat is added to the intermixing an amount of air with the different vaporized liquid gasoline. The process will repeat itself until a prede portions of the amount of fuel; and termined temperature is reached at which time the remaining controlling the intermixing of the different vaporized por liquid is drained, e.g., using the Stock fuel injection system. tions of the amount of fuel with the amount of air to 0044) The formula for signaling the change from vapor to maintain a desired air-to-fuel mixture. liquid fuel is as follows: highest allowed heat of liquid gaso 15. The method of claim 14 wherein incrementally increas line plus vapor valve fully opened plus input that the engine is ing the temperature of the amount of fuel comprises increas no longer being provided the needed vapor to perform prop ing the temperature of the amount of fuel by increments of erly equals Switch from vapor system to stock fuel injection approximately two degrees or more. system and burn-off residual liquid. 16. The method of claim 14 wherein controlling the induct 0045. The system is designed so that the residue in the tank ing of the amount of air into the vaporization tank comprises does not become so contaminated that it cannot be effectively controlling a plurality of valves coupled to an air conduit used as a liquid fuel Supply. For example, it may be deter adapted to induct the amount of air. mined that a power loss detected with the fuel in the tank 17. The method of claim 14, wherein the incrementally heated to 100 degrees will trigger the Switch-over, i.e., purg increasing the temperature of the amount of fuel comprises ing of the tank. Other triggering mechanism may be utilized incrementally increasing the temperature of the amount of Such as monitoring the fuel Volume and initiating Switch fuel in response to a detection of low power. over, e.g. when 80% of the fuel is depleted. 18. The method of claim 14, further comprising monitoring 0046 Whereas the above is considered a preferred hydrocarbons in combustion exhaust, and incrementally embodiment, the reader will readily understand that numer increasing the temperature of the amount of fuel in the vapor ous modifications and variations may be made without ization tank in response to detecting a determined hydrocar bon level.

departing from the intended scope of the invention. Accord 19. The method of claim 14, further comprising purging the ingly, the invention is not limited to the structures as vaporization tank.

described above but fully encompasses the definitions of the 20. The method of claim 19, further comprising purging the appended claims. vaporization tank in response to the temperature of the 1-4. (canceled) amount of fuel reaching a determined temperature. 5. A fuel Supply assembly comprising: 21. A method comprising:

a vaporization tank to vaporize an amount of fuel; inducting an amount of fuel into a vaporization tank; an air conduit to induct air and intermix the vaporized intermixing an amount of air with vaporized portions of the amount of fuel with the air prior to entry into a combus amount of fuel to create a fuel charge of a desired air tion chamber; to-fuel ratio; and a controller adapted to control the vaporization of the increasing the temperature of the fuel charge prior to the amount of fuel by incrementally increasing the tempera fuel charge entering a combustion chamber. ture of the amount of fuel prior to combustion. 22. The method of claim 21, wherein increasing the tem 6. The fuel supply assembly of claim 5 wherein the con perature of the fuel charge comprises increasing the tempera troller further controls a plurality of valves coupled to the air ture of the amount of fuel inducted into the vaporization tank. conduit, the plurality of valves adapted to control the inter 23. The method of claim 21, wherein increasing the tem mixing of the vaporized amount of fuel with the air. perature of the fuel charge comprises increasing the tempera 7. The fuel supply assembly of claim 6, wherein the con ture of the amount of air by increasing the temperature of the troller controls the plurality of valves to maintain a desired amount of fuel inducted into the vaporization tank. air-to-fuel mixture. 24. The method of claim 21, wherein increasing the tem 8. The fuel supply assembly of claim 7, wherein the con perature of the fuel charge comprises increasing the tempera troller controls the plurality of valves to maintain a desired ture of the vaporized portions of the amount of fuel by air-to-fuel mixture of approximately 14.7 to 1. increasing the temperature of the amount of fuel inducted into 9. The fuel supply assembly of claim 5, wherein the con the vaporization tank.

troller incrementally increases the temperature of the amount of fuel in response to a detection of a condition change. c c c c c