Patent Abstract:
A fuel supply assembly is provided that may allow for use of vaporized fuel to power an engine and enhance fuel efficiency. The fuel supply assembly may include a vaporizing tank, a heating source, a temperature control and a monitoring and control system configured to control intermixing of ambient air and vaporized gasoline to maintain a desired hydrocarbon level in an exhaust.

Full Description:
FIELD OF THE INVENTION 
   This invention relates to the use of vaporized fuel to power an engine and, more particularly, to improvements that enhance fuel efficiency. 
   BACKGROUND OF INVENTION 
   It is known that under some conditions the use of vaporized fuel versus liquid fuel for gasoline powered vehicles can reduce the emission of hydrocarbons conveyed into the atmosphere, while also increasing fuel efficiency. The problem that has lingered is how to obtain and retain those benefits over the changing conditions in which such vehicles are typically driven. 
   SUMMARY OF THE INVENTION 
   As known and as described in the commonly owned U.S. patent application Ser. No. 10/002,351, (incorporated herein by reference), fuel efficiency can be improved by heating a quantity of gasoline to cause vaporization, directing the vapor into a stream of ambient air, establishing a desired air-to-fuel mixture and directing the mixture into the intake manifold of an engine. 
   Whereas the system as disclosed in the above application has resulted in significant improvement, it has not achieved the consistency of operation desired. 
   It is known that there is an optimum fuel-to-air mixture that needs to be maintained. A fuel-to-air mixture of 1 to 20 is likely too rich resulting in an unacceptable percentage of hydrocarbons in the fuel that are not properly combusted and fuel efficiency is reduced. A 1 to 40 mixture is too lean with today&#39;s catalytic converters (CATs) and produces an emission of nitrogen oxide that is prohibited by the EPA emission standards. A fuel-to-air mixture of about 1 to 30 is about optimal for current gasoline engines used in vehicles and an objective of the invention is to control the fuel-to-air mixture to maintain the ratio in the range substantially at, e.g., 1 to 30. 
   Consistent with the above objective, the mixture is monitored and adjusted throughout operation of the engine. This is accomplished automatically by the use of valves that control the flow of vapor fuel and/or ambient air that is mixed prior to entry of the vapor fuel into the engine&#39;s intake manifold. The valves are coupled to a control that is in turn coupled to a vehicle&#39;s O 2  sensor which senses O 2  emissions in a vehicle&#39;s exhaust (a standard feature on most modern vehicles.) It has been learned that the O 2  emissions are directly related to hydrocarbon emissions which as explained is a reflection of the fuel-to-air mixture. 
   In the preferred embodiment, an electrical output from the O 2  sensor is transmitted to the mentioned control. It is known that the desired reading for the voltage output of the sensor as measured by the control is, e.g., 3 volts. At startup, the reading will typically be at, e.g., 4 volts, indicating a too rich mixture but desirable for startup and warming of the engine. After a time delay to accommodate warm up, any reading above or below, e.g., 3, will activate the control for opening and closing the valve or valves which control ambient air flow and vaporized fuel flow (more accurately an enriched mixture of air and fuel). For example, a 3.2 reading will produce an opening of the ambient air valve and/or a closing of the vaporized fuel flow. A 2.8 reading will produce the reverse. 
   Whereas it would be presumed and has been assumed that an established fixed setting of fuel-to-air mixture would produce a stabilized mixture throughout the operation of the engine, such has been determined to be not the case. There are many variables that need to be controlled or accommodated. The liquid fuel temperature is known to have the greatest impact on hydrocarbon emissions and fuel efficiency, and that temperature will vary by small but very significant degrees of temperature due to environmental changes, i.e., temperature, elevation, humidity, and the like. Thus, in the preferred embodiment, a quantity of fuel to be vaporized is precisely temperature controlled to substantially eliminate the effect of such environmental variables. 
   Regardless, there still remain significant changes that are not controlled simply by maintaining the liquid fuel temperature. These remaining variables are accordingly accommodated by monitoring the O 2  sensors. To the extent that the fuel mixture strays from the desired reading from the O 2  monitor, the mixture is corrected, i.e., by changing the setting of a valve or valves. 
   Whereas the above improvements are considered the primary features for the preferred embodiment, the following is also considered to provide additional benefit. 
   Again in the preferred embodiment, a quantity of liquid fuel, e.g., one gallon of fuel, is inserted into a vaporization tank. The fuel occupies, e.g., the lower half of the tank, and a heating element and temperature sensor is provided in the fuel-containing portion of the tank. The temperature is set and maintained at, e.g., 74 degrees, and that temperature causes vaporization of the fuel, the vapor rising from the liquid surface into the upper half of the tank. Within the tank, in the upper half, there is an ambient air inlet and a vaporized fuel outlet. A sequence of baffles directs air from the inlet and across the surface of the liquid fuel to the outlet which is connected to an outer first conduit. The ambient air temperature is stabilized by its movement over the liquid and in the process mixes with the rising fuel vapor. As expelled through the outlet and into the first conduit, such becomes the vaporized fuel heretofore alluded to and which is perhaps more correctly identified as an enriched fuel air mixture. A secondary source of ambient air is conducted through a second conduit and merges with the vaporized fuel of the first conduit. Prior to said joining of the air and vaporized fuel, at each or a selected one of the first and second conduits, control valves are provided which control the flow volume from the respective conduits to vary the amount of ambient air and vaporized fuel that is combined into a third conduit or continuing conduit (also referred to as a mixing chamber) which in turn conveys the mixture to the engine&#39;s intake manifold. 
   A further problem for which a solution had to be derived was the discovery that the process as described, when vaporizing the common gasolines that are commercially available, generates a liquid residual that does not readily vaporize, e.g., at the temperature setting considered otherwise optimal. Over a period of time, this liquid residual becomes a greater and greater portion of the liquid content of the vaporization tank. Thus, a provision is made for a periodic purging of the liquid residual from the tank. 
   Whereas it was determined that the residual liquid burned acceptably well in conventional engines, and particularly to the extent that the systems of the preferred embodiment are adaptable and applied as retrofits to such conventional engines, a first solution is the alternate running of the engine, i.e., on vaporized fuel as described above, and then, as desired, converting back to conventional liquid fuel operation wherein the residual liquid is used to fuel the engine. A recycling procedure may be established to (a) fill the tank with e.g., a gallon of liquid gasoline; (b) vaporizing 80% of the fuel and then switching to conventional engine operation to burn off the liquid residual; and (c) refill the tank and switch back to vaporized fuel. Other solutions are certainly contemplated. The residual can be simply extracted from the tank on a periodic basis, stored until refueling is required, and then disposed of or preferably transferred for use in a conventional engine use. It is theorized that the residual can also be eliminated by periodic higher temperature vaporization which may vaporize the residual at some but acceptable loss of efficiency. 
   The invention will be more fully appreciated and understood by reference to the following detailed description and drawings referred to therein. 

   
     DESCRIPTION OF THE FIGURES 
       FIG. 1  is a schematic overview of a preferred embodiment of the invention; 
       FIG. 2  is an operational diagram of the system utilized for the embodiment of  FIG. 1 ; 
       FIG. 3  is an exploded view of the vaporization tank of  FIG. 1 ; and 
       FIG. 4  is a further exploded view illustrating in particular the control valves of the system of  FIGS. 1 and 2 . 
   

   DESCRIPTION OF THE PREFERRED EMBODIMENT 
   Reference is made to  FIG. 1 , which provides a schematic overview of the components of a system in accordance with the present invention. A gasoline-powered engine as labeled, includes an intake port  10  connected to the engine&#39;s throttle body. The engine, when operating, draws air and fuel through port  10 . The engine includes an exhaust pipe  12  that is equipped with an O 2  sensor  14 . The engine, intake port  10  and O 2  detector  14  may be standard equipment provided for a conventional gasoline-driven vehicle, and the remainder of the components of the illustrated embodiment are incorporated into the system to achieve the objectives of the present invention. 
   Item  16  represents an air box through which ambient air is drawn when operating the engine. Air conducting conduits  18  and  20  from air box  16  provide the desired airflow to the remainder of the system as will be described. 
   Conduit  20  includes a valve  22  that controls the volume of air directed through conduit  20  and which is conveyed to a vapor producing tank  26  via the tank&#39;s top or cover  24 . 
   Conduit  18  includes a valve  28  which controls the volume of ambient air that is directed into a mixing chamber  30 . 
   Returning to the vapor-producing tank  26 , the tank is provided with flow control apparatus, e.g., baffles, which will be later explained, but for this overview description it will be understood that air from conduit  20  (as controlled by valve  22 ) enters the tank  26  through the top  24 , liquid fuel  28  is drawn from a gas tank  32  via conduit  34 , hot water heating coils immersed in the liquid fuel via inlets and outlets  36 ,  38  heat the gas/fuel  28  and generate vapors  40 . The vapors are picked up by the airflow from air conduit  20  and directed out through conduit  42  to the mixing chamber  30  but controlled by valve  44 . The air vapor mixture of conduit  42  is intermixed in mixing chamber  30  with ambient air from conduit  18 , and the mixture is directed through the intake port  10  and from there into the combustion tank of the engine. 
   Reference is now also directed to  FIG. 2  which illustrates an automatic control process for the air, vapor, and fuel flow rates referred to in  FIG. 1 . Each valve  22 ,  28  and  44  are opened and closed as desired (between any of the unlimited positions between fully opened and fully closed) by motors, e.g., stepper motors  22 ′  28 ′ and  44 ′. 
   It has been determined that fuel efficiency can be measured by the hydrocarbons that are emitted from the vehicle exhaust. Unfortunately, the elimination of hydrocarbons from gasoline-produced engines currently available cannot be total as such produces an undesired and unpermitted emission of nitrogen oxides. Thus, one first determines the level of nitrogen oxide that is permitted and then the lowest level of hydrocarbons that will stay within the limits permitted for the restriction on nitrogen oxide. 
   It has further been determined that O 2  detectors for detecting a level of O 2  in the vehicle&#39;s exhaust and which have been incorporated into the exhaust system of later model vehicles, are directly related to the level of hydrocarbons in that same exhaust. Thus, one can determine what O 2  reading of the detector  14  produces the optimum fuel efficiency. For example, a desired hydrocarbon level may be determined to exist when the O 2  monitor produces a reading of 3 volts. 
   Returning to  FIG. 1 , it has been determined that fuel efficiency is achieved by controlling the ratio of fuel-to-air mixture achieved at the mixing chamber  30  from which the mixture enters the engine intake throttle body. It is known that the vapor-air-mixture directed into the mixing chamber  30  from conduit  42  is too rich, e.g., 1 part fuel to 10 parts air, and of course the air only from conduit  18  has zero parts fuel. The desired mixture may be that which achieves a 30 to 1 ratio, e.g., of 2 cubic feet of air, through valve  28  for each cubic foot of air/vapor through valve  44 . 
   Whereas the valves  28  and  44  can be set to achieve the desired mixture at a given point in time, it has been learned that many factors affect the ratio achieved in the vapor/fuel mixture flowing through conduit  42 . 
   Assuming a specific hydrocarbon emission is desired, a reading of the O 2  detector will verify that this desired mixture has been achieved, as that reading also indicates the hydrocarbons in the exhaust. As explained, a fixed setting will not likely achieve the optimum ratio over any given period of time. Any temperature change, any elevational change and even differences in fuel make up will skew the vapor/fuel mixture flowing from the tank  26  to the mixing chamber  30 . 
   Accordingly, the valves  22 ,  28  and  44  are operated by stepper motors  22 ′,  28 ′ and  44 ′ (illustrated in the flow chart of  FIG. 2  and in exploded perspective view in  FIG. 4 ) which stepper motors are automatically operated by computer C. Computer C monitors the O 2  and thus the hydrocarbon emissions in exhaust  12  and should those readings indicate too high or too low hydrocarbons, the stepper motors are activated by the computer to change the relative fluid volumes from conduit  18  and conduit  42 . Should the reading show a too high hydrocarbon level, the vapor/air flow of conduit  44  needs to be lessened, e.g., the valve  44  closed, or, e.g., the valve  28  opened, or, e.g., both closing of valve  44  and opening of valve  28 . 
   The adjustment may take place in stages, i.e., a 1° closing of valve  44 , a re-reading of the O 2  detector followed by repeated partial closing of valve  44  or alternatively the partial opening of valve  18  or a combination of both. Valve  22  can also be a factor as restricting air flow into conduit  20  will slow the flow of air to the tank  26 , thus to conduit  40 , while also diverting more airflow through valve  28 . 
   The structure as described enables the designer to design a system that will theoretically provide the desired result in fuel-to-air mixture (e.g., 1 to 30) as deemed desirable, but then in recognition of the impact of small environmental changes that produce substantial deviations in efficiency, provide automatic adjustments that are responsive to real time readouts from an exhaust monitor, e.g., an O 2  detector. 
   Reference is now made to  FIG. 3 , which illustrates the components of the vaporizing tank  26 . The tank  26  consists of a metal box  48  having dimensions of about 4″×8″×12″. Fitted to the bottom of the tank is a hot water coil  50  that includes an inlet  52  and outlet  54  which, when assembled to the box  48 , extends from the box via inlet  52 ′ and outlet  54 ′. 
   Seated onto the box bottom and over the coil  50  is a baffle grid  56 . The plates of the baffle grid  56  include slots  58  which enable the seating of the grid over the coil  50 . Baffle grid  56  includes fastener tabs  60  and assembled to the fastener tabs  60  is a lower baffle plate  62  having spaced circular opening  64 . The baffle plate  62  is seated below the upper edge of box  48  (defined by flange  84 ) and affixed to the flange  84  is an upper baffle plate  66 . Extending flanges  68  of baffle plate  66  protrude laterally from the box and provide the means to secure the box  48  to the body of the vehicle. Upper flange  68  has rectangular openings  70 . 
   Secured to the upper baffle plate  66  and in alignment with an air inlet to be described is a secondary upper baffle plate  72 , reduced in size and secured to the upper plate  66  so as to cover a substantial portion of the opening  70 ′. Provided in this secondary plate is a plurality of small holes, e.g., five holes  74  having a size of about a quarter inch in diameter. Baffle plate  72  provides an impediment to airflow from air inlet  78  and diverts the air flow laterally and downwardly within the tank  26 . 
   Completing the assembly is the top or cover  24  which has a complex shape which can be described as a distorted pyramid shape. The apex of the pyramid shape is positioned at one end whereat an air inlet  78  is provided A vapor air outlet  80  is provided at the same end but along the side wall of the pyramid shape. A flange  82  forming the peripheral edge of the top  24  includes bolt holes which line up 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  48 . Bolts (not shown) are inserted through the aligned bolt holes to fasten the components together. A float  86  contained in the box  48  determines the level of liquid gasoline contained in the box. The liquid gasoline enters the box through conduit  34  and a recycling conduit  90  is provided to drain and/or circulate the gasoline in the vaporizing tank  26  as may be desired. 
   In operation liquid gasoline is filled to a level of about ¾ inch in the bottom of the box  48  which is above the position of the heater coils  50  and below the top of the baffle grid  56 . The baffle grid  56  and baffle plate  62  primarily prevent sloshing of the gasoline during driving of the vehicle. As the liquid gasoline vaporizes (induced by the heating coil  50 ) air from inlet  78  is dispersed across the liquid surface via baffle plates  72  and  68  which collects vapors  40  (see  FIG. 1 ) and is then directed through outlet  80  and to the mixing chamber  30  via conduit  42  as previously discussed. 
   As gasoline is vaporized and drawn from the surface of the liquid gasoline, the gasoline level diminishes which is detected by the float  86 . As determined desirable by the system, the gasoline is replenished through inlet  34 . After some period of time, the gasoline starts to become contaminated (does not vaporize) and it is desirable to purge the tank. This can be done by converting the engine to gasoline use and drawing the residual gas of the tank  26  through the conventional gas injection system. It can also be simply drained into a holding tank and utilized for other power equipment, e.g., a powered law mower. 
   Whereas the above is considered a preferred embodiment, the reader will readily understand that numerous modifications and variations may be made without departing from the intended scope of the invention. Accordingly, the invention is not limited to the structure as described above but fully encompasses the definitions of the appended claims.

Technology Classification (CPC): 8