Internal combustion engine injection system

The present invention provides, in an internal combustion engine of the type including: a combustion cylinder having a combustion chamber; an intake port in fluid communication with the combustion chamber; an intake valve for opening and closing the intake port; an exhaust port in fluid communication with the combustion chamber; and an exhaust valve for opening and closing the exhaust portion; the improvement comprising: (a) at least one intake injector disposed within the intake port for injecting a fluid into the combustion chamber; (b) at least one exhaust injector disposed within the exhaust port for injecting a fluid toward the exhaust valve; and (c) means for controlling the at least one intake injector and the at least one exhaust injector.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention pertains to internal combustion engines. More particularly, the present invention concerns injection systems for internal combustion engines. Even more particularly, the present invention pertains to an oxidizing fluid injection system for facilitating a more complete fuel burn within an internal combustion engine.

2. Description of Related Art

An internal combustion engine is a heat engine in which fuel combustion within a combustion chamber applies direct force to a component of an engine such as a piston, turbine, blade, rotor, nozzle, or the like. It is this force applied to the component that converts chemical energy from the fuel into useful mechanical energy.

Standard internal combustion engines include a crankshaft that moves a piston between a lowered position and a raised position. The piston is disposed within a combustion cylinder and constrained to only vertical translation. The combustion chamber is defined by the volume between the top of the combustion cylinder and the upper surface of the piston. As the piston moves vertically, the volume of the combustion chamber increases and decreases accordingly. The combustion cylinder includes an intake port and an exhaust port, each opened and closed by an intake valve and an exhaust valve, respectively. A pair of camshafts rotatably connect to the crankshaft via a timing belt, chain, gear, or the like such that the intake valve and the exhaust valve open or close based upon the rotation of the crankshaft and the positioning of the piston.

Most internal combustion engines operate as either a 4-stroke engine or a 2-stroke engine.

In a 4-stroke engine, a complete cycle comprises four stages or “strokes” of the piston. It takes two full rotations of the crankshaft, and thus four strokes of the piston, to complete the four stages. The strokes include: intake; compression; combustion; and exhaust. More specifically, during the intake stroke, the piston lowers and, simultaneously, the intake valve opens to allow an air-fuel mixture to enter the combustion chamber. During the compression stroke, the intake valve closes and the piston raises, thereby compressing the air-fuel mixture at the top of the combustion chamber. During the combustion stroke, a spark plug ignites the air-fuel mixture to produce an expansion which forces the piston back down. Lastly, during the exhaust stroke, the crankshaft raises the piston again and, simultaneously, the exhaust valve opens to allow for the burned air-fuel mixture to be expelled from the combustion chamber.

The primary difference between a 4-stroke engine and a 2-stroke engine is that a 2-stroke engine can complete a full cycle with only one rotation of its crankshaft. As the piston of a 2-stroke engine is in the lowered position, an air-fuel mixture is free to enter and leave the combustion chamber. Thus, a spark plug is able to ignite the mixture each time the piston is in the raised position, thereby doubling the number of combustions per crankshaft rotation.

In either a 2-stroke or a 4-stroke engine, fuel may enter the combustion chamber as an air-fuel mixture through the intake port or, alternatively, highly pressurized fuel may be injected directly into the combustion chamber and then become admixed with injected air. Oftentimes, fuel within the combustion chamber is left unburned due to an inefficient ratio of air to fuel supplied to the combustion chamber, which results in shorter burn times. The length of time for each burn is directly correlated to the RPM of the engine. At a low RPM, the length of time provided to burn the fuel is approximately 0.01 seconds. This is not enough time for the fuel to completely burn. At a higher RPM, the fuel burns for only 0.001 seconds. As a result of this inefficient mixture and short burn times, the engine produces higher emissions including hydrocarbons, carbon monoxide, carbon dioxide, and other pollutants.

Direct injection typically encourages an ultra-lean burn which reduces emission levels at low loads. A “lean mixture” refers to an excess of air in a mixture which creates a lean-burn. In a lean-burn engine, the amount of air is increased and more fuel is combusted. This leads to the emission of fewer hydrocarbons.

Overheating of the combustion cylinder increases the possibility that the fuel might ignite prematurely. Therefore, water may also be injected into the combustion chamber in order to cool certain parts of the combustion cylinder.

Each of the references taught therein teaches a system for injecting additional amounts of air, either alone or as part of an air-fuel mixture, into a combustion chamber in order to facilitate a more complete and efficient burn. However, these references fail to teach air being injected into the exhaust of the engine in order to flush the exhaust of the burned fuel exiting the combustion chamber and reduce exhaust emissions.

It is to this to which the present invention is directed.

SUMMARY OF THE INVENTION

The present invention provides, in an internal combustion engine of the type including: a combustion cylinder having a combustion chamber; an intake port in fluid communication with the combustion chamber; an intake valve for opening and closing the intake port; an exhaust port in fluid communication with the combustion chamber; and an exhaust valve for opening and closing the exhaust port, the improvement comprising:

(a) at least one intake injector disposed within the intake port for injecting a fluid into the combustion chamber;

(b) at least one exhaust injector disposed within the exhaust port for injecting a fluid toward the exhaust valve; and

(c) means for controlling the at least one intake injector and the at least one exhaust injector.

Regardless of whether the internal combustion engine used herewith is a 2-stroke or a 4-stroke engine, it is to be understood that the at least one intake injector only operates when the intake valve is open to inject a fluid into the combustion chamber. The fluid is an oxidizing fluid, such as water, oxygen, or the like, to create a more complete fuel burn. Preferably, the fluid injected into the combustion chamber via the intake injector is fresh air. Thus, fresh air injected into the combustion chamber creates a lean-burn by employing a greater than stoichiometric proportion of fluid to fuel in order to ensure that more fuel is combusted.

Preferably, multiple intake injectors are disposed within the intake port. When multiple intake injectors are employed, they are each disposed on a different axis in order to disperse air in various directions throughout at least a substantial portion of the combustion chamber.

As noted above, at least one exhaust injector is disposed within the exhaust port and directed toward the exhaust valve. Any additional exhaust injectors inject fluid toward an exhaust manifold and away from the combustion chamber in order to flush out the exhaust port. The exhaust injector injects an oxidizing fluid such as water, oxygen, or the like. Preferably, the fluid emitted from the exhaust injector is fresh air.

Additionally, multiple exhaust injectors may be disposed within the exhaust port and positioned on different axes in order to disperse air throughout at least a substantial portion of the exhaust port, the exhaust manifold, and the exhaust pipe.

For a better understanding of the present invention, reference is made to the accompanying drawing and detailed description. In the drawing, like reference numerals refer to like parts through the several views, in which:

DETAILED DESCRIPTION OF THE INVENTION

As noted above, the present invention may be used in combination with either a 2-stroke and 4-stroke engine which directly injects fuel or an air-fuel mixture into a combustion chamber of a combustion cylinder. However, the present invention will be described throughout the ensuing description as being used in combination with a 4-stroke engine injecting an air-fuel mixture into the combustion chamber without limiting the scope thereof. Moreover, it is to be understood that the present invention may be used in any piston engine in an automobile, including diesel, turbo, supercharged, or any other suitable vehicle.

As will be described in detail below, the critical aspect of the present invention is the provision of at least one intake injector being used in combination with at least one exhaust injector for facilitating a more complete fuel burn within an internal combustion engine. This improves the overall life of the engine and improves engine efficiency.

Now, with reference to any one ofFIGS. 1-4of the drawing, the present invention provides an engine10of the type including: (a) a combustion cylinder13having a combustion chamber18; (b) an intake port14B formed in the combustion cylinder13and in fluid communication with the combustion chamber18; (c) an intake valve14A for opening and closing the intake port14B; (d) an exhaust port14E formed in the combustion cylinder13and in fluid communication with the combustion chamber18; and (e) an exhaust valve14D for opening and closing the exhaust port14E.

Used in combination with the engine10, the present invention provides the improvement comprising: (a) at least one intake injector20disposed within the intake port14B; (b) at least one exhaust injector24disposed within the exhaust port14E; and (c) means30for controlling the at least intake injector20and the at least one exhaust injector24.

With more particularity, and in accordance with the present invention, the internal combustion engine10hereof, generally, comprises the combustion cylinder13including the combustion cylinder body16, the combustion chamber head14, and the piston18. A crankshaft18D extends through a lower portion of the combustion cylinder13and is rotatably connected thereto for controlling vertical movement of the piston18. A connecting rod18C rotatably connects the piston18to the crankshaft18D to facilitate vertical movement of the piston18. Thus, rotation of the crankshaft18D causes the connecting rod18C to actuate the piston18, which is confined by the combustion cylinder body16, to translate vertically.

A space between the upper surface of the piston18and the combustion cylinder head14defines the combustion chamber16A. The combustion chamber16A fluctuates in volume as the crankshaft18D alternates the piston18between an upper and a lower position.

An intake port14B is formed within the combustion cylinder head14providing a passageway for an air-fuel mixture to be directed into the combustion chamber16A.

As noted above, at least one intake injector20is mounted within the intake port14B. The intake injector20is angularly disposed within the intake port14B in order to direct a fluid into the combustion chamber16A. The intake injector20may either be mounted directed to the combustion cylinder head14. Alternatively, a bushing19may be used to secure the intake injector20to the intake port14B. Preferably, the bushing19is mounted to the intake port14B at the opening of the intake port14B, or the outside thereof, opposite the intake valve14A. The bushing19is a metal lining secured within the intake port14B for angularly positioning and securing the intake injector20therein. The intake injector20includes an orifice21aimed into the intake port14B for directing the fluid therein.

The orifice21has a diameter directly proportionate to the volume of the engine10. Preferably, the diameter of the orifice21is about 0.018 thousandths of an inch.

The fluid injected by the intake injector20is an oxidizing fluid such as oxygen, hydrogen peroxide, water, or any other oxidizing chemical product with water. Preferably, the fluid is oxygen or fresh air. Therefore, throughout the present invention, all reference to an injected oxidizing fluid will be referred to as “air.”

In use, air is injected into the combustion chamber16A at a pressure of from about 30 psi to about 80 psi.

In a high-pressure system, the air is injected at a pressure of from about 40 psi to about 80 psi in order to reach the far, opposite end of the combustion chamber16A. Alternatively, in a low-pressure system, air may be injected at a pressure of from about 30 psi to about 50 psi.

An intake air pump22supplies fresh air to the at least one intake injector, when necessary. Any suitable air pump, such as a pneumatic pump, a hydraulic pump, or the like, which can supply the necessary pounds per square inch of air to the intake injector20may be used. Such air pumps are well known and commercially available. Alternatively, a fluid source (not shown) may be provided to supply an oxidizing fluid to the intake injector20by being in fluid communication therewith via any suitable conduits, tubing, or the like.

The engine10further includes means30for controlling the activation and deactivation of the intake injector20at specific times. The control means30comprises any well-known mechanical arrangement, such as a rotary actuator or motor, or any suitable electronic computing device to activate the intake injector20when the intake port14B is opened and deactivate the intake injector20when the intake port14B is closed.

Preferably, the engine10comprises a plurality of intake injectors20angularly disposed within the intake port20. As shown, three intake injectors20are disposed within the intake port20, each at a different axis, angular position, and proximity to the combustion chamber16A with respect to one another. However, it is to be understood that any number of intake injectors20may be employed. Preferably, the intake injectors20are angularly secured to the bushing19, and equidistantly spaced apart thereon, in order to position the intake injectors20within the same axial plane, but at different angles. This ensures that a larger area of the combustion chamber16A is filled with fresh air, thereby oxidizing more of the fuel within the combustion chamber16A.

As noted above, the engine10further comprises an intake valve14A extending through the combustion cylinder head14. The intake valve14A closes the intake port14B and restricts the flow of the air-fuel mixture into the combustion chamber16A. An intake camshaft18A is rotatably connected to the crankshaft18D via a timing belt, chain, gear, or the like for operating the intake valve14A. Because the intake camshaft18A rotates at the same rate as the crankshaft18D, the opening and closing of the intake port14B is specifically timed with respect to movement of the piston18, as discussed below.

Similarly, an exhaust port14E is formed within the combustion cylinder head14, opposite the intake port14B, for directing the burnt air-fuel mixture out of the combustion chamber16A and into an exhaust manifold28, discussed below.

As noted above, at least one exhaust injector24is mounted within the exhaust port14E. Preferably, and as shown, the exhaust injector24is angularly disposed within the exhaust port14E in order to direct an oxidizing fluid toward the exhaust valve14A and combustion chamber16A. The exhaust injector24may either be mounted directly to the combustion cylinder head14or a bushing23located on the outside of the exhaust port14E or between the exhaust port14E and the exhaust manifold28. The exhaust injector24can be built or manufactured in the exhaust port14E or the exhaust manifold28for securing the exhaust injector24thereto.

The exhaust injector24includes an orifice25directed toward the exhaust valve14D. The orifice25has a diameter of 0.093 thousandths of an inch on a test engine with a displacement of 79 cc. On larger cubic inch engines, the orifice25of the exhaust injector24is calculated from the test engine. Fresh air, water, or any other suitable oxidizing chemicals may be used to clean the exhaust port14E and oxidize unburned fuel exiting the exhaust port14E. When fresh air is injected into the exhaust port14E toward the exhaust valve14E, air is injected at a pressure of from about 10 psi to about 40 psi. Preferably, air is injected at a pressure of from about 20 psi to about 40 psi.

When the exhaust valve14E is closed, a buildup of continuous air is injected in the exhaust port14E and oxidizes any fuel entering the exhaust port14E once the exhaust valve14D begins to open.

Moreover, instead of positioning the exhaust injector24directly within the exhaust port14E, the exhaust injector24may be disposed within the exhaust manifold28, itself, to direct fresh air further into the exhaust manifold28. This ensures that all fuel entering the exhaust manifold28is oxidized.

An exhaust pump26may be provided in order to supply the exhaust injector24with fresh air. Alternatively, it is to be understood that the intake pump22may be configured to supply both the intake injector20and the exhaust injector24with fresh air, thereby utilizing only a single pump. In order to do so, it is understood that the intake pump22is in fluid communication with the intake and exhaust injectors20,24. A fluid source (not shown) may also be provided to supply the exhaust injector24with an oxidizing fluid other than fresh air.

Furthermore, the control means30discussed above is in either electrical or mechanical communication with the at least one exhaust injector24to control the activation and deactivation thereof. Preferably, the exhaust injector24is only activated when the exhaust port14E is opened and fuel flows out of the combustion chamber16A. Thus, the exhaust injector24is, preferably, deactivated when the exhaust port14E is closed. However, the exhaust injector24may run continuously when the exhaust port14E is closed in order to clean the exhaust of any remaining, unburned fuel particulates. Running the exhaust injector24continuously creates an air bubble at the exhaust valve14D. As a result, when the exhaust valve14D begins to open, the fuel contacts the air bubble and maintains the burning of any unburned fuel.

Preferably, a plurality of exhaust injectors24are angularly disposed within the exhaust port14E, each directing the flow of air away from the combustion chamber16A and into the exhaust manifold28.

As shown, there are three exhaust injectors24positioned at various angular positions within the exhaust port14E in order to ensure that air is injected throughout at least a substantial portion of the exhaust port14E. However, it is to be understood that any number of exhaust injectors24may be employed. Preferably, the exhaust injectors24are angularly secured to the bushing23in order to position the exhaust injectors24within the same axial plane, but at different angles. Each exhaust injector24is directed toward either the combustion chamber16A or the exhaust manifold28for oxidizing unburned fuel throughout the exhaust port14E.

As noted above, at least one exhaust injector24, either in lieu of or in addition to those disposed within the exhaust port14E, may be disposed within the exhaust manifold28to oxidize fuel once the fuel exits the exhaust port14E or the exhaust valve14D.

The exhaust port14E extends through the combustion cylinder head14. The exhaust valve14D closes the exhaust port14E and restricts the flow of the burnt air-fuel mixture therein from the combustion chamber16A. An exhaust camshaft18B is rotatably connected to the crankshaft18D via a timing belt, chain, gear, or the like for operating the exhaust valve14D. Because the exhaust camshaft18B rotates at the same rate as the crankshaft18D, the opening and closing of the exhaust port14E is specifically timed with respect to the piston18, as discussed below.

The engine10further comprises a spark plug14C for igniting the air-fuel mixture within the combustion chamber16A during the compression stroke.

As shown inFIG. 5, it is to be understood that the engine10hereof further includes an exhaust system32for directing the burnt fuel mixture out of the engine10. The exhaust system32comprises the exhaust manifold28, a turbocharger34including an air pump36, a catalytic converter42, and a muffler44. An exhaust pipe38interconnects the exhaust manifold28to the turbocharger34and extends therethrough. The exhaust pipe38further interconnects the turbocharger34to the catalytic converter42. The exhaust pipe38further extends through the catalytic converter42for connecting the muffler44thereto. A tailpipe46extends from the muffler44downstream of the catalytic converter for directing exhaust gases away from the engine10.

The air pump36of the turbocharger34includes a connecting pipe40for injecting fresh air from about 3 pounds to about 30 pounds into the exhaust pipe38at about 12 inches downstream of the turbocharger34. The connecting pipe40functions to further cleans up and dilute the burnt mixture within the exhaust pipe38. Preferably, the connecting pipe40is about 1 inch, but larger pipes may be used.

Exemplary Use

As is well known with standard 4-stroke engines and as noted above, the internal combustion engine10described hereinabove operates between four stages or “strokes”: intake; compression; combustion; and exhaust. In use and as described with regards to each of the four stages below, the intake injectors20and the exhaust injectors24are specifically actuated based on the stage of the engine10or stroke of the piston18.

Intake Stroke

As shown inFIG. 1, the intake camshaft18A rotates, thereby opening the intake valve14A so that an air-fuel mixture can flow into the combustion chamber16A. Simultaneously, the piston18moves downward to increase the volume of the combustion chamber16A and provide a larger area for the air-fuel mixture to flow into. Either before the intake port14B opens or soon after, the control means30activates the intake pump22and the intake injectors20, either directly or indirectly, in order to inject additional amounts of fresh air into the combustion chamber16A. Air may be injected at either a continuous or variable rate. Preferably, air is injected at about 60 psi. This addition of fresh air creates an above stoichiometric, ultra-lean mixture within the combustion chamber16A on top of the piston18.

Compression Stroke

Referring toFIG. 2, the engine10is beginning the compression stroke. As the piston18reaches the lower end of the combustion cylinder13, the intake valve14A closes to restrict the flow of additional air and fuel into the combustion chamber16A. Thereafter, the crankshaft18D rotates in order to raise the piston18, thereby compressing the air-fuel mixture toward the top of the combustion chamber16A. Here, the injected air is not completely mixed with the air-fuel mixture until the mixture is ignited.

Combustion Stroke

FIG. 3shows the spark plug14C being activated during the combustion stroke which, in turn, ignites the air-fuel mixture compressed within the combustion chamber16A. This ignition causes the fuel therein to combust and expand, which forces the piston18downwardly toward the bottom of the combustion cylinder13.

Exhaust Stroke

Lastly, as shown inFIG. 4, the exhaust camshaft18B causes the exhaust valve14D to open the exhaust port14E. Thus, as the piston18moves upwardly toward the top of the combustion cylinder13, the ignited fuel is forced out of the combustion chamber16A through the open exhaust valve14D. The control means30then activates the exhaust pump26or the exhaust injectors24, either directly or indirectly, in order to inject additional amounts of fresh air into the exhaust port14E and exhaust manifold28. Preferably, air is injected at about 20 psi. This ensures a more complete fuel burn of any unburned fuel to reduce emissions. Moreover, the air injected into the exhaust port14E and exhaust manifold28by the exhaust injectors24cleans the exhaust manifold28of any remaining unburned fuel particulates.

Once the unburned fuel is removed from the combustion chamber, the exhaust valve14D is closed and the cycle restarts with the intake stroke again. However, as noted above, the exhaust injectors24may continue to supply air to the exhaust port14E to ensure no unburned fuel remains therein.

EXAMPLE

The main purpose of the present invention, as disclosed hereinabove, is to burn more unburned fuel in order to clean the air and the exhaust exiting the internal combustion engine10. The test engine10is a 79 cc four stroke over head valve internal combustion carburetor engine.

On the intake stroke, the intake injector with a 0.018 thousandths of an inch diameter provides a continuous flow of air to create an air bubble when the intake valve14A is closed. As soon as the intake valve14A begins to open, this fresh air is drawn into the combustion chamber16A above the piston18. As the air-fuel mixture from the carburetor is drawn into the combustion chamber16A, the 0.018 thousandths of an inch intake injector injects fresh air at from about 40 pounds to about 60 pounds to the far side of the combustion cylinder13past the intake valve14A. This helps to completely fill the combustion cylinder13or the combustion chamber16A with air.

On the compression stroke, the fresh air above the piston18and the injected air on the far side of the combustion cylinder13do not readily mix with the air-fuel mixture. However, the spark plug14C will ignite the rich mixture. Thereafter, the fresh air will mix with the ignited mixture, thereby producing a more complete burn.

On larger cubic inch engines, one will have to calculate the intake injectors from the test engine (79 cc) in order to reach the desired diameter thereof to get the best performance and cleanest burn.

After the combustion stroke, the exhaust valve14D will begin to open as the piston18starts to move upwardly. The ignited mixture and the high pressure within the combustion cylinder13will then begin to leave the combustion chamber16A, thereby expelling burning hot gases into the fresh air of the exhaust port14E in order to continue the burn. With more fresh air provided in the exhaust port14E, the unburned fuel will be burned. Additional exhaust injectors24located in the exhaust manifold28and the exhaust pipe38will keep the unburned fuel burning for as long as possible.

The test engine hereof includes at least one exhaust injector at 0.093 thousandths of an inch in diameter continually injects fresh air on the exhaust valve14D at from about 20 pounds to about 40 pounds in order to form an air bubble in the exhaust port14E. On larger cubic inch engines, the orifice of the 0.093 thousandths of an inch exhaust injector24will have to be larger and calculated from the size of the test engine.

After the exhaust gases leave the exhaust manifold28and enter the exhaust pipe38, the turbocharger34can be used to inject more fresh air into the exhaust pipe38downstream of the turbocharger34. It is well known that a turbocharger produces less air when less fuel is used, as is the case when the vehicle is cruising, not accelerating, or pulling a load. When more fuel is used, a turbocharger produces a larger volume of air at a higher pressure to dilute the exhaust gases in the exhaust pipe38downstream of the turbocharger34. This produces a cleaner exhaust at the tailpipe46. As a result, this causes more fuel to be burned and, effectively, the turbocharger34produces more clean air.

As noted above, a 1 inch or longer connecting pipe40connects air pump36of the turbocharger34to the exhaust pipe38. Preferably, the connecting pipe40is connected to the exhaust pipe38about 12 inches downstream of the turbocharger34. The connecting pipe40is connected to the exhaust pipe38at an angle Θ of about 30 degrees with respect thereto.

The additional fresh air being injected will dilute the exhaust gases. Thus, when the exhaust gases leave the tailpipe46or the exhaust system32, the exhaust gases will be cleaner. Where headers are used, the engine10on the exhaust stroke will be the same as the exhaust manifold28and the exhaust pipe38, with the exception of after the collector where the headers converge to form a single exhaust pipe38. The turbocharger34or other air pumps can then be installed. It may be preferable to include an additional V6 or V8 turbo.

On the test engine running at 3,000 RPM with no fresh air injected, the exhaust temperature was 300° F. Running the test engine at 3,000 RPM with an exhaust injector nozzle of 0.093 thousandths of an inch at 20 pounds of pressure and continuously injecting fresh air on the exhaust valve14D in the exhaust port14E, the exhaust temperature was 600° F. An increase in exhaust temperature means that more fuel was burned.

Where a turbocharger34or turbo is used, other pumps could be used as well, such as an electrically driven, supercharged, or any other well-known and commercially available air or fluid pumps.

To, once again, reiterate the operation of the engine10hereof, the following is provided as a detailed description of the engine10in use, specifically during the intake stroke. The test engine is a 79 cc, 4 cycle overhead valve carburetor internal combustion engine. On the intake stroke, one injector can be installed into the head or in the intake manifold. More than one can be used, but only one is preferred. As the intake valve starts to open, the fresh air injector has been injecting fresh air on the intake valve continually at about 40 pounds to about 60 pounds through a 0.18 thousandth orifice. As the intake valve starts to open, the bubble of fresh air is pulled and injected into the cylinder on top of the piston. As the piston continues down, air is pulled from the intake manifold to fill the cylinder. At the same time, the inject injector or injectors are injecting air into the cylinder in order to fill the cylinder completely.

On a direct port injecting system, the fuel is injected as the air is being pulled past the intake valve. Most internal combustion engines use the direct port injecting system. The first bubble of air on top of the piston does not mix completely with the air coming from the intake manifold. The direct port injector is computer controlled to inject the correct amount of fuel depending on the load on the engine at idle, full throttle or throughout the range of power needed. When the piston reaches the bottom of the intake stroke, the intake valve closes.

On the compression stroke, as the piston nears the top of the head, the rich fuel mixture is ignited by a spark plug. This ball of fire then mixes with the lean air on top of the piston to create a more complete burn.

On the power stroke, when the piston reaches the bottom of the stoke, the fire ball is still burning. This is when the exhaust stroke starts and the exhaust valve starts to open. Thereafter, the fire ball starts to leave the exhaust valve and enter the exhaust port.

The major problem of an internal combustion engine is the short time of burn of the air fuel mixture. At a lower RPM, the time of burn is 0.01 hundredth of a second. This short time of burn creates a lot of pollution including carbon monoxide, carbon, hydrocarbons, carbon dioxide, and many others. The air pump used to produce the about 40 to about 60 pounds of fresh air can be electric, belt driven, or other commercially available pump designed to deliver the necessary air pressure. On a larger cc or cubic inch engine, the fresh air injector can be calculated from the test engine and will have to have a larger orifice.

It is to be understood that the term “air” is to be interpreted as any other fluids which can be used to ignite the burn such as oxygen, water, and the like.

After the exhaust stroke, when the exhaust valve closes and the piston starts to go down, the intake stroke starts again.

The following is used to reiterate the operation of the engine10hereof with regards to the exhaust stroke. The main purpose of the present invention is to burn more unburnt fuel in the exhaust system of an internal combustion engine so the exhaust leaving the exhaust system is free of most pollution. The most important part of this fresh air injection system and the present invention hereof is the exhaust system which includes the exhaust gases leaving the exhaust valve and travel through the exhaust manifold, the exhaust pipe, the turbocharger, the catalytic converter, the muffler, and the tailpipe, in that order.

The following is a description of the aforementioned chain of events during the exhaust stroke as soon as the exhaust valve starts to open and the exhaust injector or injectors have been injecting fresh air on the exhaust valve to form a bubble of fresh air. When the red hot gases start to leave the exhaust valve, then the gases enter the bubble of fresh air continuing the burn of unburnt exhaust gases.

A bushing is disposed between the head and the exhaust manifold with an injector or injectors injecting fresh air into the exhaust gases into the exhaust manifold. Preferably, there is a third set of injectors in another bushing between the exhaust manifold and exhaust pipe injecting more fresh air into the exhaust gases leaving the exhaust manifold and entering the exhaust pipe. As the exhaust gases are traveling down the exhaust pipe, there is a turbocharger being driven by the exhaust gases. The turbo drives an air pump that, through a one inch or larger pipe, injects fresh air downstream from the turbocharger into the exhaust pipe about 12 inches downstream from the turbocharger depending on the room available. This one inch or larger pipe should be located before the catalytic converter forcing fresh air into the exhaust gases in the exhaust pipe in order to dilute the exhaust gases even more.

Preferably, the turbocharge is used over other air pumps because the turbo can produce a high volume of air from a few pounds per square inch to over 30 pounds per square inch with no drag on the engine. When the engine is under low load, the turbocharger produces less pressure with still a high volume of air. Under accelerating or high load on the engine, the turbocharger produces higher pressure and still high volume of fresh air to dilute the exhaust gases even more. As the exhaust gases leave the exhaust system and tailpipe, the diluted exhaust gases will be clear of most pollution entering the outside air.

As stated before, the test engine is a 79 cc, 4-stroke overhead valve carburetor internal combustion engine. The injector used had a 0.093 thousandth orifice injecting fresh air on the exhaust valve continuously forming a bubble of fresh air around the exhaust valve at about 20 pounds to about 40 pounds of pressure per square inch.

Running the test engine at about 3000 RPM without injecting fresh air, the exhaust temperature leaving the exhaust pipe and muffler at about nine inches from the head or exhaust port was about 300° Fahrenheit. After injecting fresh air on the exhaust valve, the exhaust temperature was about 600° Fahrenheit. Thus, the fresh air being injected continued the burn of the red hot gases leaving the exhaust valve.

The second set of injectors and third set of injectors are used to continue the burn as long as possible. On larger cc or cubic inch internal combustion engines, the size of the injector orifice can be calculated from the test engine and will have to be larger for every single piston or cylinder displacement.

It is to be understood that the term “air” is to be interpreted as any other fluids which can be used to ignite the burn such as oxygen, water, and the like.

From the above, it is to be appreciated that defined herein is a new and unique internal combustion engine for creating a more complete fuel burn and a cleaner exhaust emission therefrom.

LIST OF REFERENCE NUMERALS