FUEL CONVERSION DEVICE

Abstract: A fuel conversion device (40) includes a housing (14) having a bore in which fuel is introduced therein as macroscopic fuel droplets in metered quantities. The introduced fuel is converted to a converted fuel, a mixture of a smaller percentage of gaseous fuel and a larger percentage of microscopic liquid fuel droplets. This converted fuel is forced to an outlet port by a rotor (12). A vane (24) maintains contact with the rotor (12) throughout all angles of rotation to separate converted fuel being exhausted through the outlet port from fuel being introduced through an inlet port. The rotor (12) maintains a controlled clearance from the interior wall of the housing (14) throughout all angles of rotation. The clearance allows passage of air into a low pressure chamber created within the bore during predetermined positions of rotor (12) rotation. A manifold having a passageway containing air communicates with the outlet port for supplying the converted fuel and air to a combustion chamber. In one configuration, a single conversion device provides converted fuel and air to each combustion cylinder of an engine by means of a manifold in communication with each combustion cylinder. In another configuration, a separate conversion device provides converted fuel and air to each combustion cylinder of an engine. In either configuration, the conversion devices are operated by an electronic fuel management control module.

Description: FUEL CONVERSION DEVICE This application is a continuation-in-part of co-pending application U.S. Serial No. 08/267,457 filed June 28, 1994 entitled "Fuel Conversion Device" which is a continuation-in-part of U.S. Patent No. 5,343,848 entitled "Electronic Fuel Injector Control for Rotary Vacuum Fuel Conversion Device", which is a continuation-in-part of U.S. Patent No. 5,226,400, entitled "Device For Conversion of Liquid Fuel Into Fuel Vapor and Microscopic Liquid Droplets". Technical Field This invention relates to a device for converting liquid fuel into fuel vapor and microscopic liquid fuel particles prior to introduction into the combustion chambers of an internal combustion engine. More particularly, the invention relates to a device in which macroscopic liquid fuel droplets are introduced into a housing having a cylindrical bore and an oblong shaped rotor disposed within the bore wherein a portion of the macroscopic liquid fuel droplets are converted to a gaseous fuel and another portion are converted to microscopic liquid fuel droplets. After discharge from the bore, converted fuel is further mixed with air in an intake manifold and then supplied to the combustion chambers of an internal combustion engine. A single device can be used to provide converted fuel and air to all combustion chambers of an engine wherein a manifold directs the converted fuel and air mixture into each combustion chamber. Alternatively, a plurality of devices can be used as a fuel conversion system in which each device corresponds to a combustion chamber such that converted fuel and air can be selectively introduced into each combustion chamber. A fuel management control module can be used to selectively alter the amount of fuel introduced into each fuel conversion device. Background Art It is well understood that fuel economy can be improved if the fuel used by a vehicle is burned in a more efficient manner. Typically, an increase in the surface area of the fuel subject to oxidation results in a higher rate of combustion, and consequently a more efficient burning of the fuel. There have been many attempts to completely gasify liquid hydrocarbon fuel in order that fuel economy be improved. While some of these attempts may have achieved limited success, most have been characterized by significant shortcomings. In many instances, the devices used did not completely vaporize the fuel and therefore the expected increase in efficiency did not materialize. In other instances, the devices were of such a complex nature that any real benefits derived were negated due to increased power inputs required to operate the device. That is, though a greater fuel efficiency was realized, the increased power needs negated the overall engine efficiency and actually reduced fuel economy. For those attempts that did result in complete vaporization of liquid fuel, another shortcoming was found. Although the fuel would rapidly and completely burn, it was discovered that the transformation of fuel into a gas occurred too early in the cycle of the engine. That is, the density of the fuel in relation to air was so low that not enough fuel could be directed into the combustion chambers of the engine to generate power equal to other state-of-the-art devices such as carburetors, throttle body injection systems or direct port injection systems. One of the most noted prior art devices was developed by Charles Nelson Pogue in the 1930s. This device was a carburetor for the vaporization of gasoline which has been widely known as the "200 Mile Per Gallon Carburetor". This device never enjoyed commercial success because it was nearly as large and cumbersome as the engine it was meant to fuel, and the device required an operating temperature which approached the flash point of the fuel so that the potential for an explosion was quite great. U.S. Patent No. 1,806,581 to Bethenod for "Fuel Supply System For Internal Combustion Engines of Variable Load For Using Heavy Fuels" discloses a device for vaporizing fuel, such as diesel. The diesel fuel is supplied through a conventional gasoline carburetor and air is drawn through an intake by means of a vacuum pump. This system is an open system, i.e., air in large quantities is continuously drawn in from the atmosphere by a first vacuum pump. A second vacuum pump is intended to pull a vacuum on the air fuel mixture in a reservoir to vaporize the fuel whereupon it is fed into a manifold of an engine which is supplied with still an additional air intake. Heat exchange means are provided around the reservoir and again near the intake manifold to minimize fluctuations in fuel temperature. Because the system is open, large quantities of air are drawn through it making it very difficult to draw a sufficient vacuum to substantially vaporize any fuel which is not vaporized directly by the carburetor. In other words, for such a device to operate effectively, it would be necessary to provide such a huge vacuum pump that the fuel savings, if any, would be negligible. Alternatively, with a smaller vacuum pump, the fuel is not properly vaporized in an open system because cooler atmospheric air is constantly being drawn into this system. Another device for providing gaseous fuel to the carburetor of an internal combustion engine is shown in U.S. Patent No. 3,630,698 to Baldwin for "Fuel System". Gaseous vapors are drawn from a vacuum chamber by means of a manifold vacuum. The vacuum chamber contains a supply of liquid fuel which is replenished through a float valve. Two primary disadvantages associated with this type of device are that first, the vacuum from the manifold may not be sufficient to provide enough fuel to the engine and secondly, by drawing the gaseous vapors off of a body of liquid gasoline, the lighter hydrocarbons are boiled off first leaving relatively heavy liquid hydrocarbons known as "strip oil". Therefore, this system requires a means be provided to regularly withdraw the strip oil and replace it with fresh gasoline. Another device for vaporizing gasoline is disclosed in U.S. Patent No. 4,040,403 to Rose, et al., for "Air Fuel Mixture Control System". In this device, fuel is supplied to a vaporizer wherein the level of the liquid fuel in the vaporizer is controlled by a float valve. Hot exhaust gases from the engine are boiled through the liquid gasoline causing a portion of it to be vaporized and carried to the engine. This device includes a complex amplifying system for adjusting the air fuel mixture and a separator for taking out any fuel droplets from the fuel as it is vaporized in the vaporizer. With this device, the lighter hydrocarbons will be vaporized leaving behind the undesirable heavier hydrocarbons or strip oil. U.S. Patent No. 4,175,525 to Johnson for "Fuel Vaporizer System For Internal Combustion Engines" discloses a sealed vaporization system connected between a fuel supply line and the intake manifold of an internal combustion engine for operation in parallel with a carburetor. A float valve is provided in the device to control the flow of liquid fuel to a chamber wherein it is vaporized and fed to a carburetor. The lighter hydrocarbons will be boiled off the liquid fuel before the heavier hydrocarbons, leaving strip oil in the chamber. Additional devices for vaporizing fuel are disclosed in U.S. Patent No. 4,483,305 to Gilmor for "Fuel Vaporization Device" and U.S. Patent No. 4,483,307 also to Gilmor for "Fuel Vaporization Device For Internal Combustion Engine". These devices are designed to instantaneously vaporize all liquid fuel. U.S. Patent No. 4,522,183 to Meier, et al., for "Method For Converting a Retrograde Substance to the Gaseous State" is directed to a method wherein the fuel is prepressurized and heated and the pressure released for abruptly converting a retrograde fuel to a gaseous state. The ultimate fuel preparation system would be one in which a small percentage of fuel is vaporized and the rest of the fuel is converted to microscopic liquid fuel droplets prior to introducing the fuel into the combustion chamber of an internal combustion engine. When mixed with air in the intake manifold, the vaporized fuel and the microscopic fuel droplets are further dispersed and the microscopic fuel droplets are subject to further vaporization. The aforementioned prior art devices have met with some success, however, there are still a number of obstacles which have hindered their feasibility and practicality for industrial use. One of the major drawbacks has been that these devices have been expensive to manufacture because of their complex structure. The invention disclosed herein can achieve the proper mix of vaporized fuel and microscopic particles through a means which is not as costly to construct or maintain as those prior art devices. For convenience, gaseous fuel will be referred to as "vapor" or "vaporized fuel;" liquid fuel droplets of a size not visible with the naked eye, under normal lighting conditions, will be referred to as "microscopic" particles or droplets and liquid fuel droplets of a size which is visible with the naked eye will be referred to as "macroscopic" droplets. Ideally, macroscopic liquid fuel droplets from a suitable source, such as one or more fuel metering devices, are converted to a mixture consisting of a small percentage of fuel vapor and a large percentage of microscopic fuel droplets. This mixture will be referred to as "converted fuel". Disclosure of the Invention This disclosure incorporates by reference U.S. Patent No. 5,226,400 entitled "Device For Conversion of Liquid Fuel Into Fuel Vapor and Microscopic Liquid Droplets". In accordance with the present invention, a device is provided for converting a combustible liquid fuel into a converted fuel having a small proportion of vapor and a larger proportion of microscopic fuel droplets, mixing the converted fuel with air in an intake manifold, and transferring the converted fuel and air mixture into a combustion chamber. A converting device includes a housing having a cylindrical bore, at least one fuel inlet in the housing wall and a fuel outlet in the housing wall offset from the inlet. The device is symmetrical about a longitudinal axis. A centrally mounted oblong shaped rotor is provided within the bore for rotation about the longitudinal axis on bearings mounted in opposite end walls of the housing. A drive shaft is connected to the rotor and rotates the rotor within the bore. A movable vane cooperates with the rotating rotor by way of a biasing means that urges the vane against the rotor during rotation. To maintain low friction between the contact of the vane against the rotor, the vane is constructed of a graphite impregnated polyamide such as Vespel*. The low friction prevents undue wear on the rotor and vane which in turn allows low power requirements for the drive shaft. More particularly, when the rotor turns about the longitudinal axis, the exterior surface of the rotor maintains a controlled clearance from the interior wall of the cylindrical housing. The controlled clearance of the rotor with respect to the interior wall of the housing and the contact of the vane against the rotor provides an adequate dynamic seal for creation of a controlled low pressure chamber when the rotor is in predetermined rotational positions. An electrical or mechanical fuel metering device can be mounted through the inlet in the wall of the housing wherein the inlet is positioned in alignment with the rotor as the rotor travels to a position directly opposing the metering device. The fuel metering device delivers macroscopic droplets of liquid fuel into the bore where it is converted to microscopic fuel droplets and vaporized fuel. This conversion is accomplished by a combination of expanding gases due to creation of a dynamic low pressure chamber, vaporization of a portion of the macroscopic droplets, controlled air flow around the end of the rotor, and energy transferred to the macroscopic droplets as they are converted. A converted fuel outlet extends through the wall of the housing into communication with the intake manifold of an engine. As the rotor spins about the longitudinal axis, the rotor forces the converted fuel directly into the intake manifold. The converted fuel is introduced to air in the intake manifold. The intake manifold then communicates directly with the combustion chambers of the engine. Although desired, complete conversion is difficult to achieve. Therefore, there are still some macroscopic fuel droplets remaining when the converted fuel is forced into the intake manifold. Typically, some of these remaining droplets may adhere to the rotor. The device described herein can be used alone as described in U.S. Patent No. 5,226,400 or can be configured such that there are separate fuel conversion devices that correspond to each combustion chamber of the combustion engine. Each device in this latter configuration is driven by a common drive shaft resulting in synchronous rotation of each of the rotors. In the first configuration, a single device is used to provide fuel to all of the combustion chambers of an internal combustion engine. The converted fuel outlet communicates with a common manifold that branches out to each combustion cylinder. In the second configuration, each converting device directly communicates with a separate intake manifold which in turn corresponds to a corresponding combustion chamber. The introduction of converted fuel into the passageway of the air intake manifold(s) results in increased vaporization and dispersion of fuel particles. A fuel management control module can be operatively attached to the device to selectively control the delivery of fuel into the bore. Typically, the control module is coupled with the fuel metering device such that the precise desired quantity of fuel can be delivered. A very simple and, therefore, economical device has been provided for converting macroscopic liquid fuel particles into converted fuel having the proper ratio of vaporized fuel and microscopic fuel particles. By use of expanding gases, vaporization, controlled air flow around the rotor, and energy transferred to the fuel as it is converted, the converted fuel is formed. The use of the converted fuel results in a more efficient engine because unburned hydrocarbons are minimized. Additional advantages will become apparent from the description which follows, taken in conjunction with the accompanying drawings. Brief Description of the Drawings Figure 1 is a perspective view of a plurality of devices of this invention used to provide converted fuel to a plurality of corresponding combustion chambers; Figure 2 is a vertical offset section of an individual conversion device, taken along line 2-2 of Figure 3; Figures 3-6 are enlarged vertical sections of an individual converting device, taken along line 3-3 of Figure 1, showing the details of the device wherein the rotor is illustrated in varying positions of rotation; Figure 7 is a diagrammatical view of the fuel conversion device of this invention in which one fuel converting device is used to provide converted fuel to a plurality of combustion chambers of an internal combustion engine; and Figure 8 is a greatly enlarged vertical section as shown in Figure 3 illustrating the flow of air around the end of the rotor. Best Mode For Carrying Out the Invention As illustrated in Figures 1 and 7, the fuel conversion device 10 of this invention is installed in a vehicle adjacent to the engine. The device may be conveniently mounted on mounting plate 21 or any other suitable structure on the engine chassis which allows the device to be placed in close proximity to the air intake manifold and combustion chambers. Referring to Figures 1 and 3, the device 10 includes a generally hollow cylindrical housing 14 having opposed end plates 18 and 20 secured together, as by plate bolts 19, to form an interior cylindrical bore. As shown in Figure 1, longitudinal axis A-A extends along the driven shaft 44 and intersects with the centrum of each converting device 10. Referring to Figure 2, the generally oblong shaped rotor 12 is journaled on a pair of bearings 36 and 38 mounted in plates 18 and 20, respectively, wherein the rotor is mounted for rotation about the longitudinal axis A-A. The rotor 12 has a controlled clearance from the interior side wall 16 of housing 14 throughout all positions of rotation. The clearance between the rotor 12 and interior side wall 16 is typically 0.002 inches. As shown in Figures 3-6, the rotation of the rotor within the bore of the housing 14 creates dynamic open spaces, some of which are defined by chambers 22 and 22'. Although the rotor 12 and interior side wall 16 do not come in contact, their close proximity allows creation of the desired pressure in chambers 22 and 22' as will be explained below. Rotational arrow R illustrates the clockwise rotation of the rotor 12 within the bore. In the preferred embodiment, the rotor 12 has an oblong shape with asymmetrical configured ends 13. These ends are configured so to reduce the angular acceleration of the rotor 12 with respect to the vane 24. This reduction in acceleration is necessary to ensure that the spring 26 can provide sufficient pressure on vane 24 in order to avoid any separation between the vane and rotor during rotation. It will be understood that asymmetric ends are but one way in which to achieve reduced angular acceleration. Another alternative may be to configure the rotor 12 into a more normally round shape. Now turning to Figure 3, the rotor 12 contacts the pivotal curved vane 24 which is urged against the rotor 12 by a biasing means, such as leaf spring 26. It will be understood that different biasing means could be used, such as a coil spring or other spring or biasing forms. The curved vane is pivoted about a pin 25. The pin 25 allows the curved vane 24 to rotate such that contact can be maintained with the rotor 12. If desired, the vane could be mounted for reciprocal movement rather than pivotal movement, as will be apparent to one skilled in the art. Leaf spring 26 is rigidly attached to the housing 14 by a fastener, such as retainer pin 27. This rigid connection enables the spring 26 to maintain a steady force against the curved vane 24 throughout all angles of rotation. As shown in Figure 2, a plurality of laterally spaced pins 27 may be used depending on the size and configuration of the spring 26. As shown in Figure 3, the volume defined by chamber 22 is initially positioned between the points of contact of the rotor 12 against the curved vane 24. Now referring to Figures 4-6, as the rotor 12 rotates in the clockwise direction denoted by arrow R, the volume defined by chamber 22 increases to a considerable degree. This rapid increase in volume coupled with the controlled introduction of additional air around the end of the rotor results in the creation of a controlled low pressure area within chamber 22. The metering device 28 introduces macroscopic fuel droplets after the rotor 12 rotates past the entry point P, as is shown in Figure 5. Upon introduction of the fuel, it is subject to rapid partial vaporization, and gases contained in the fuel droplets expand in a phenomenon known as eruptive boiling, the partial vaporization and eruptive boiling contributing to the creation of vaporized fuel and reduction in size of the macroscopic fuel droplets into microscopic droplets. Since the rotor 12 is of a generally oblong shape, chambers 22 and 22' are present within the bore of the housing 14 during predetermined positions of rotor rotation. For example, as shown in Figure 3, chamber 22 is defined by the volume positioned between rotor 12 and curved vane 24 while chamber 22' is defined by the volume positioned between interior side wall 16, rotor 12, and a portion of curved vane 24. As the rotor continues to rotate, as shown in Figures 4, 5 and 6, the converted fuel within the respective chambers are forced through the outlet port 52. As shown in Figure 3, when the rotor end 13 is in a position that it is cradled by the vane 24, a new chamber is formed therein and the volume of open space within the bore which follows the newly created chamber that fully communicates with outlet port 52 is no longer defined as a chamber. As the converted fuel is forced through the outlet port 52, the converted fuel is introduced to air contained within the internal passageway 54 of air intake manifold 53. The air and converted fuel mixture then travels through the air intake manifold into the corresponding combustion cylinder (not shown) . Directional arrows D illustrate the path of movement of fuel and air through the conversion device. As shown in Figure 8, additional production of fuel vapor and reduction of fuel particles from macroscopic to microscopic size occurs due to controlled air flow around the end of the rotor 12. As the lower end of rotor end 13 clears the interior side wall 16 as shown in Figure 6, the converted fuel is forced through the outlet port 52. At this point of rotation, the volume of open space is no longer defined as a chamber. Since the outlet port is closer to ambient pressure, the overall pressure within the volume of open space that was defined as chamber 22', or "old" chamber 22', greatly increases and exceeds the pressure within chamber 22. Because of this differential in pressure between chamber 22 and "old" chamber 22', there is a controlled amount of air flow which occurs from "old" chamber 22' back to chamber 22 as shown by controlled flow arrow CF through gap G. Additionally, gap G allows the macroscopic fuel droplets FD which have not been converted and which have adhered to the rotor 12 to pass from "old" chamber 22' back to chamber 22. Because the fuel droplets FD pass from a higher pressure to a lower pressure, and because of the speed of the controlled flow CF, the fuel droplets FD are partially vaporized and are reduced to microscopic droplets when reaching chamber 22. Furthermore, the introduction of air from "old" chamber 22' into chamber 22 results in further eruptive boiling of entrained gases within fuel droplets FD, and the speed at which the controlled flow CF enters chamber 22 causes high turbulence therein, all of which contribute to further formation of converted fuel. Because of the great pressure differential between "old" chamber 22' and chamber 22, the controlled flow CF therebetween reaches supersonic speeds. Fuel is supplied by means of a fuel pump (not shown) to fuel metering device 28. The fuel metering device 28 may be any suitable electrical or mechanical apparatus to include a common fuel injector. If a plurality of conversion devices are used as in Figure 1, a separate metering device 28 is provided to each conversion device. The metering device 28 is shown as positioned in opposing relation to the air intake manifold 53, however, it will be understood that the metering device 28 can be positioned in other desired locations along the interior side wall 16. Additionally, it will be apparent to one skilled in the art that the metering device can be positioned in the end walls rather that the side wall, as clearly shown in U.S. Patent No. 5,226,400. As further shown in U.S. Patent No. 5,226,400, an electronic fuel management control device can be attached to each metering device 28 for control of the precise amount of fuel to be introduced into the corresponding bore. The rotor 12 is rigidly connected to driven shaft 44. For a multiple device configuration as in Figure 1, driven shaft 44 is sectioned into separate pieces by means of couplings 42. Couplings 42 enable translation of simultaneous rotation to each converting device 10. The forward end of driven shaft 44 may be connected through a clutch device (not shown) to a drive shaft (not shown) . Alternatively, the driven shaft 44 may be powered by any suitable rotational means whereby shaft 44 is capable of providing the necessary speed and torque to turn the rotor(s) 12. For a multiple device configuration as shown in Figure 1, once the converted fuel has passed through the air intake manifold 53, it then enters into the respective combustion chambers. For a single device configuration as in Figure 7, once the converted fuel has passed through the outlet port 52, it enters a multiple passageway manifold that then branches into communication with each combustion chamber of the engine. Lubrication between the rotor 12 and the interior side wall 16 is unnecessary because there is no physical contact between these elements. Low friction is desirable between the rotor 12 and vane 24 which are in contact with one another and which can be achieved by constructing the vane 24 of a material such as Vespel ® . As best understood at the present time, a number of forces act upon the macroscopic liquid fuel droplets to convert them to the converted fuel. These are: 1. Creation of a low pressure chamber, which is a direct result of the environment produced by the rotation of the rotor, causes rapid vaporization by evaporation of fuel from the surface of the macroscopic droplets, thereby also causing some reduction in size of the macroscopic droplets. 2. The force of expansion of entrained atmospheric gases such as nitrogen, oxygen, and other gases in the macroscopic droplets causes them to break apart. The creation of the low pressure chamber causes these atmospheric gases to expand or eruptively boil resulting in the droplet breakup and thereby exposing more fuel surface area to vaporization. 3. Evaporization causes a portion of the macroscopic droplets to be converted to vapor form. However, unaided evaporation within the housing and intake manifold is not sufficient to cause the desired level of fuel vaporization or droplet size reduction, particularly with less volatile fuels such as ethanol and methanol mixtures. Since evaporation requires heat, evaporation is a self-limiting process in a system like that of the fuel conversion device of this invention. Unaided, the rate of vaporization decreases because a large quantity of heat is absorbed from the introduced macroscopic droplets and surrounding environment. Heat energy from the friction created by the contact of the vane against the rotor, and to a lesser degree, the friction created by the contact of the rotor with air in the chamber(ε) raises the temperature of the introduced fuel to counteract the heat absorbed and thus enhance heat available for evaporation. 4. The controlled air flow around the end of the rotor at supersonic speeds creates turbulence within the adjacent low pressure chamber which further facilitates in the break up of fuel droplets. Furthermore, macroscopic droplets which adhere to the side of the rotor surface approaching the outlet have a tendency to be moved back into the adjacent low pressure chamber wherein the droplets are subject to further conversion. 5. The rotor agitates the macroscopic liquid droplets to distort and spread them out such that bonding in the form of surface tension is broken which further assists in the break up of fuel into microscopic droplets. The foregoing explanation is believed to be accurate to the extent that the forces acting upon the fuel droplets are understood at the present time. However, it should be understood that there may be additional forces acting on the droplets and/or the magnitude of the effect of the forces described above may be greater or lesser than presently understood. It may be desirable to add heat to the chambers 22 and 22' to further overcome the heat loss caused by evaporation. A common water jacket (not shown) containing a heated liquid may surround the device 10 or heated rods (not shown) may be formed integrally with the interior side wall 16 to provide the necessary heat. From the foregoing, the advantages of this invention are readily apparent. A fuel conversion device has been provided in which a single device can be used to provide converted fuel or a plurality of devices can be used corresponding to each combustion chamber. The device has a rotor creating low pressure chambers during predetermined rotational positions. Liquid fuel is introduced in the form of macroscopic liquid droplets in metered quantities into the bore of the housing. The fuel is moved from the inlet to the outlet port by rotary movement of the rotor. As the fuel is moved to the outlet port, the fuel is converted from the macroscopic droplets into microscopic droplets and vapor. After passing through the outlet port, the converted fuel is mixed with air in an intake manifold whereby the converted fuel is further subject to dispersion and vaporization. By use of low pressure causing vaporization, expanding entrained gases, controlled air flow around the ends of the rotors, and transfer of energy to the introduced fuel, the converted fuel is formed. This invention has been described in detail with reference to particular embodiments thereof, but it will be understood that various other modifications can be effected within the spirit and scope of this invention.

Claims: CLAIMS In the Claims: 1. Apparatus for converting a combustible liquid fuel from macroscopic droplets into converted fuel in the form of a mixture of microscopic liquid droplets and vaporized fuel, and supplying the converted fuel to a plurality of combustion chambers, said apparatus having a separate converting device corresponding to each combustion chamber, each said converting device comprising: a housing including a cylindrical bore forming an interior wall, said interior wall having an inlet and an outlet offset from said inlet, said cylindrical bore being symmetrical about a longitudinal axis; a rotor mounted within said bore for rotation about said longitudinal axis, said rotor having an exterior surface which maintains a controlled clearance from said interior wall as said rotor is rotated within said bore; a vane mounted on said housing between said inlet and said outlet for movement into contact with said rotor; and a biasing means positioned against said vane to exert a force on said vane so that said vane is urged against said rotor. 2. Apparatus, as claimed in claim 1, further comprising: a drive means attached to each of said converting devices for rotating each of said respective rotors within each of said respective bores. 3. Apparatus, as claimed in claim 1, further including: a fuel metering means mounted on each of said converting devices for selectively metering fuel into each inlet of each of said converting devices. 4. Apparatus, as claimed in claim 3, further including: a fuel management control module operatively connected to each of said fuel metering means for controlling the fuel introduced by each of said fuel metering means. 5. Apparatus, as claimed in claim 1, further including: a passageway communicating with each outlet of each of said converting devices for mixing air with said converted fuel and for supplying said converted fuel from each outlet to each corresponding combustion chamber. 6. A fuel conversion device for converting a liquid fuel from macroscopic droplets into converted fuel in the form of a mixture of microscopic liquid droplets and vaporized fuel, said device comprising: a housing including a cylindrical bore forming an interior wall, said cylindrical bore being symmetrical about a longitudinal axis; a rotor mounted within said bore for rotation about said longitudinal axis, said rotor having an exterior surface which maintains a controlled clearance from said interior wall; a vane mounted on said housing that is biased for movement into continuous contact with said rotor; means operatively connected to said rotor for rotating said rotor within said bore for converting macroscopic liquid fuel droplets into converted fuel comprising fuel vapor and microscopic fuel particles; a liquid fuel inlet extending through said interior wall into communication with said bore for receiving macroscopic liquid fuel droplets; and a converted fuel outlet extending through said interior wall into communication with said bore, said outlet being angularly spaced from said liquid fuel inlet for discharging said converted fuel, said vane being positioned between said liquid fuel inlet and said converted fuel outlet. 7. A fuel conversion device as claimed in claim 6, further including: fuel metering means mounted on said fuel conversion device for metering macroscopic liquid fuel droplets through said liquid fuel inlet into said bore. 8. The fuel conversion device of claim 7, further including: an electronic fuel management control module operatively connected to said fuel metering means for controlling the fuel introduced by said fuel metering means. 9. A fuel conversion device for converting a liquid fuel from macroscopic droplets into converted fuel in the form of a mixture of microscopic liquid droplets and vaporized fuel, said device comprising: a housing having an interior wall and an interior open space defined by said interior wall; a rotor mounted within said interior open space for rotation therein, said rotor having an exterior surface which maintains a controlled clearance from said interior wall; a vane mounted on said housing that is biased for movement into continuous contact with said rotor; and a biasing means bearing against said vane such that said biasing means exerts a force against said vane causing said vane to contact said rotor. 10. An apparatus, as claimed in claim 9, further comprising: a liquid fuel inlet extending through said interior wall into communication with said open space for receiving macroscopic fuel droplets; and a converted fuel outlet extending through said interior wall into communication with said open space, said outlet being angularly spaced away from said liquid fuel inlet for discharging said converted fuel, said vane being positioned between said liquid fuel inlet and said converted fuel outlet. 11. An apparatus, as claimed in claim 9, further including: means operatively connected to said rotor for rotating said rotor in a predetermined direction of rotation. 12. Apparatus, as claimed in claim 9, wherein: said vane is made of a material which when making contact with said interior wall results in low friction therebetween. 13. Apparatus, as claimed in claim 10, further comprising: fuel metering means connected to said housing for metering macroscopic liquid fuel droplets through said liquid fuel inlet into said open space. 14. An apparatus, as claimed in claim 13, further including: an electronic fuel management control module operatively connected to said fuel metering means for controlling the fuel introduced by said fuel metering means. 15. An apparatus, as claimed in claim 9, wherein said rotor includes: opposing asymmetrical-shaped ends. 16. A method of converting macroscopic fuel droplets into a converted fuel comprising fuel vapor , and microscopic fuel droplets, said method comprising the steps of: providing a housing having an interior bore; rotating a rotor within the bore; metering macroscopic fuel droplets into the bore; creating a first low pressure chamber within the bore to vaporize a first portion of the macroscopic fuel droplets and to break up a second portion of the macroscopic fuel droplets into microscopic fuel droplets, a third portion of macroscopic fuel droplets still remaining in the first low pressure chamber; venting the first low pressure chamber to a higher pressure passageway; and passing air and a portion of the third portion of macroscopic fuel droplets from within the first low pressure chamber as it is vented to a second low pressure chamber within the bore that is formed as the rotor continues to rotate wherein the air passed into the second low pressure chamber causes turbulence therein to assist in breaking up macroscopic fuel droplets to microscopic fuel droplets and wherein the portion of the third portion of the microscopic fuel droplets are subjected to further conversion within the second chamber. 17. A method, as claimed in claim 16, further including the step of: transferring energy to the bore to assist in vaporization of the macroscopic fuel droplets. 18. A method of converting macroscopic fuel droplets into a converted fuel comprising fuel vapor and microscopic fuel droplets, said method comprising the steps of: creating a low pressure chamber; introducing the macroscopic fuel droplets into the low pressure chamber to vaporize a portion of the macroscopic fuel droplets and to break up another portion of the macroscopic fuel droplets into microscopic fuel droplets; forcing air into the low pressure chamber to create turbulence therein to assist in breaking up the macroscopic fuel droplets to microscopic fuel droplets; transferring heat to the low pressure chamber to assist in vaporization of the macroscopic fuel droplets; venting the low pressure chamber to a higher pressure passageway containing air; and mixing the converted fuel comprised of the vaporized macroscopic fuel droplets and microscopic fuel droplets with air in the higher pressure passageway. 19. A method, as claimed in claim 18, wherein: forcing air into the low pressure chamber results in the forced air achieving supersonic speeds.

Inventors: LINHART ROBERT E, NEW DOUGLAS M, NEW JOHN W, LINHART, ROBERT, E., NEW, DOUGLAS, M., NEW, JOHN, W.
Applicants: LINHART ROBERT E, MICROFUELS INC, NEW DOUGLAS M, NEW JOHN W, LINHART, ROBERT, E., MICROFUELS, INC., NEW, DOUGLAS, M., NEW, JOHN, W.
Application year: 1995
Main classification: F02M31
IPC codes: F01C21, F02M31