US3575151A

US3575151A - Means for vaporizing and regulating air-fuel mixtures for combustion engines

Info

Publication number: US3575151A
Application number: US756122A
Authority: US
Inventors: Richard F Sragal
Original assignee: RICHARD F SRAGAL
Current assignee: RICHARD F SRAGAL
Priority date: 1968-08-29
Filing date: 1968-08-29
Publication date: 1971-04-20
Anticipated expiration: 1988-04-20

Abstract

A method and means for vaporizing and regulating air-fuel ratios of internal combustion engine fuel mixtures, and which means includes a heat system for inducing a proportional amount of heat in the form of exhaust gas into each cylinder of an engine with the fresh intake of air and fuel into each cylinder, and an airfuel system which incorporates an air chamber for feeding an airfuel mixture to the cylinders of the engine, and wherein the amount of air entering the air chamber is controlled by a rotatable regulator plate provided with a plurality of orifices that coact with orifices in the top wall of the air chamber, and wherein the rotation of the regulator plate simultaneously operates a fuel flow regulator apparatus and a thermo modulator for regulating the flow of said exhaust gas to each cylinder.

Description

United States Patent [45] Patented Apr. 20, 1917 [54] MEANS FOR VAPORIZING AND REGULATING AIR-FUEL MIXTURES FOR COMBUSTION ENGINES 10 Claims, 7 Drawing Figs. [52] US. Cl 123/119A, 261/34 [51] Int. Cl ..F02m 25/06, F02m 37/04 [50] Field of Search 123/119, 119 (A); 26l/33.6, 50, (Inquired), 34 [56] References Cited UNITED STATES PATENTS 1,376,201 4/1921 Harris 261/34 903,122 11/1908 Whiting 123/119 930,724 8/1909 Boore 261/50 2,566,012 8/1951 Winkler et al. 123/1 19 2,944,537 7/1960 Stroh et al. 123/119 3,237,615 3/1966 Daigh 123/119 3,250,262 5/1966 Allenm. 123/119 Primary Examiner-Wendell E. Burns Attorney-Donnelly, Mentag & Harrington ABSTRACT: A method and means for vaporizing and regulating air-fuel ratios of internal combustion engine fuel mixtures, and which means includes a heat system for inducing a proportional amount of heat in the form of exhaust gas into each cylinder of an engine with the fresh intake of air and fuel into each cylinder, and an air-fuel system which incorporates an air chamber for feeding an air-fuel mixture to the cylinders of the engine, and wherein the amount of air entering the air chamber is controlled by a rotatable regulator plate provided with a plurality of orifices that coact with orifices in the top wall of the air chamber, and wherein the rotation of the regulator plate simultaneously operates a fuel flow regulator apparatus and a thermo modulator for regulating the flow of said exhaust gas to each cylinder.

INVE R. RICHARD F. SR AL AT TORNEYS PATENTEU APR2O I97! RICHARD F. SRAGAL AT TO RNE YS MEANS FOR VAPOIRIIZIING AND IRIEGULATIING AIR- FIJEL MIXTURES FOR COMBUSTION ENGINES SUMMARY OF THE INVENTION This invention relates generally to improvements in the fuel systems of internal combustion engines, and more particularly, to a novel and improved method and means for vaporizing and regulating the air-fuel ratios of internal combustion engine fuel mixtures.

The prior art carburetion control systems control the engine with throttle plates, and the engine vacuum and air flow determine fuel flow. Prior art carburetion systems are inefficient because it is not possible to control accurately the engine vacuum. If the engine vacuum is not controlled accurately, then the air-fuel ratios cannot be controlled accurately. It had been attempted to overcome the last mentioned disadvantage of carburetion systems by the use of accelerator pumps, power valves, dash pots, and a multitude of other elaborate devices. The last mentioned devices assist in providing smooth engine operation but result in the admission of more fuel than is actually needed, and a resultant fuel loss because of inefficient combustion.

The prior art fuel injection systems as used on diesel engines are expensive and include a complicated combination of pumps, injectors and lines which involve arduous machining and high costs. Fuel injection systems also result in unburned fuel, due to carbon accumulating on the injection nozzles, and the emission of highly toxic gasses from engines using such systems.

Accordingly, in view of the foregoing, it is an important object of the present invention to provide a novel and improved method and means for vaporizing and regulating airfuel ratios of internal combustion engine fuel mixtures which will overcome the aforementioned disadvantages of the prior art carburetion systems and fuel injection systems.

It is another object of the present invention to provide a novel and improved means for inducing heat into the air-fuel mixture for an internal combustion engine on the intake cycle, so as to change the molecular structure of the fuel, thereby forming it into a gaseous state which is highly susceptible to the oxygen in the air so as to provide complete combustion of the air-fuel mixture. Upon ignition of the air-fuel mixture provided with induced heat in accordance with the present invention, instantaneous pressures are created within the combustion chambers of an engine cylinder, and such pressures function to force the piston on its downward cycle with much greater pressure than is possible with conventional engines.

It is another object of the present invention to provide a novel method and means for vaporizing and regulating air-fuel ratios of internal combustion engine fuel mixtures so as to provide proper combustion with increased combustion pressures. The apparatus of the present invention may be used in all positions due to the elimination of fuel chambers and levels, and it can be satisfactorily employed in the use of lesser grades of fuel or nonleaded fuels. An engine provided with the apparatus of the present invention is substantially flooding proof and easy to start, and no choke apparatus is needed. An internal combustion engine provided with the apparatus of the present invention will have prolonged engine life due to more efficient operation, and such an engine can be made in a more economical manner, since the casting requirements and machining costs are reduced in comparison to conventional carburetion and fuel injection systems.

A further object of the present invention is to provide a novel and improved means for vaporizing and regulating airfuel ratios of internal combustion engine fuel mixtures, and which means includes a heat system for inducing a proportional amount of heat in the form of exhaust gas into each cylinder of an engine with the fresh intake of air and fuel into each cylinder, and an air-fuel system which incorporates an air chamber for feeding an air-fuel mixture to the cylinders of the engine, and wherein the amount of air entering the air chamber is controlled by a rotatable regulator plate provided with a plurality of orifices that coact with a plurality of orifices in the top wall of the air chamber, and wherein the rotation of the regulator plate simultaneously operates a fuel pressure regulator apparatus, and a thermomodulator for regulating the flow of exhaust gas to each cylinder.

It is a still further object of the present invention to provide an improved method for vaporizing and regulating air-fuel ratios of internal combustion engine fuel mixtures including the steps of, regulating the airflow into an engine by the use of a rotatable plate having a plurality of orifices which coact with a plurality of orifices in the top wall of an air-fuel chamber connected to the engine intake system, and simultaneously operating a fuel regulator means for admitting fuel into the air chamber. The method selectively includes the step of inducing a proportional amount of heat or exhaust gas into each engine cylinder with the intake of air and fuel to prepare the fuel for combustion.

Other features and advantages of this invention will be apparent from the following detailed description, appended claims, and the accompanying drawings.

BRIEF DESCRIPTION OF THE FIGURES IN THE DRAWINGS FIG. I is a front elevational view of an 8-cylinder engine provided with a means made in accordance with the principles of the present invention for vaporizing and regulating the airfuel ratios of the engine fuel mixture;

FIG. 2 is a top plan view of the structure illustrated in FIG. I, taken along the line 2-2 thereof, looking in the direction of the arrows, and turned FIG. 3 is an enlarged, fragmentary, horizontal view, similar to FIG. 2, and showing a portion of the structure of FIG. 2 in an enlarged condition;

FIG. 4 is a fragmentary, enlarged, elevational section view of the structure illustrated in FIG. 2, taken along the line 4-4 thereof, and looking in the direction of the arrows;

FIG. 5 is a fragmentary, enlarged, elevational section view of the structure illustrated in FIG. 3, taken along the line 5-5 thereof, and looking in the direction of the arrows;

FIG. 6 is a fragmentary, enlarged, elevational section view of the structure illustrated in Flg. 3, taken along the line 6-6 thereof, and looking in the direction of the arrows; and,

FIG. 7 is a schematic illustration of a modified heat system employing a common plenum chamber.

PARTICULAR DESCRIPTION OF THE INVENTION Referring now to the drawings and in particular to FIGS. 1 and 2, the numeral I0 generally designates an 8-cylinder internal combustion engine which has been provided with an illustrative embodiment of the invention. Although the invention is illustrated hereinafter as applied to an 8-cylinder engine, it is to be understood that it may also be applied to other multicylinder engines with like efficiency. As shown in Flg. I, the engine 10 includes the usual cylinder heads II and I2, the valve covers 13 and I4, and the exhaust manifolds I5 and 16.

AIR-FUEL SYSTEM As shown in FIGS. 1,2 and 3, a support plate 17 is mounted across the top of the engine block and it is secured in place by any suitable means, as by the bolts 18. As best seen in FIGS. 2 and 3, an air-fuel chamber, generally indicated by the numeral I9, is fixedly secured to the support plate 17 by any suitable means. The air-fuel chamber 19 is circular in plan configuration but it will be understood than it may be of any other suitable shape as, for example, it may be square in plan configuration.

As shown in FIG. 6, the air-fuel chamber 19 includes the bottom wall 20, the circular sidewall 21, and the top wall 22. As shown in FIGS. 2 and 3 the air-fuel chamber 19 is connected to each of the engine cylinders by an individual airfuel conduit or tube designated by the numerals 23 through 30. As shown in FIGS. 2, 3 and 6, a plurality of orifices or holes 31 are formed through the chamber upper wall 22. The holes 31 are disposed with their centers on a circle concentric with the center of the circular chamber 19, and at evenly spaced positions around the center of the chamber.

A regulator plate 32 is rotatably mounted on the outer side of the chamber top plate 22 and it is provided with a plurality of inlet orifices 33 which are adapted to be aligned with the orifices 31 for a fully open airflow position, and to be rotated to a partially open position as shown in FIGS. 2 and 3 for idling and low speed conditions. Although the air chamber I9 and the regulator plate 32 are illustrated as being provided with three holes, it will be understood that any number of holes could be used in accordance with the engine capacity. The quantity of air adapted to be passed through the

orifices

31 and 33 would be in proportion to the amount of air which would be normally admitted by a conventional carburetor for the particular engine on which the present system is mounted.

As best seen in FIG. 6, the regulator plate 32 is rotatably mounted on the air chamber top wall 22 by means of the tubular pivot bolt 34 which is provided with the head 35 and is retained in place by the lock nut 36. The pivot bolt 34 is provided with an axial fuel passage 37, to the outer end of which is attached a fuel feed line as described in detail hereinafter. As shown in FIG. 6, a spray bar 38 is attached to the pivot bolt 34 at the inner end thereof. The sprayer bar 38 has a passage therethrough and a V-groove with a plurality of fuel outlet holes for reception of fuel from the passage 37 and for spraying the fuel into a central position into the chamber 19.

As shown in FIG. 2, the regulator plate 32 is adapted to be rotated from the idle position by the usual floor accelerator pedal 39. The accelerator pedal 39 is operatively connected by any suitable linkage, as by the linkage members 40, 4], and 42 to a regulator plate operating arm 43. The outer end of the operating arm 43 is secured to the regulator plate 32 by any suitable means as by screws. The regulator plate 32 is adapted to be normally biased to the idle position against the idle adjustment screw 44 by any suitable means, as by the spring 45 which has one end fixed to the support plate I7 and the other end to the bar 43. The idle adjustment screw 44 is threadably mounted through the block 46 and it is secured in an adjusted position by the lock nut 47. The block 46 is fixed on the upper side of the chamber 19.

Fuel is supplied to the spray bar 38 by the following described structure. As shown in FIG. 2, a fuel pump 48 draws fuel from the usual fuel tank through a fuel line 49 and pumps the fuel through a fuel line 50 to a fuel pressure regulator block generally indicated by the numeral 51. As shown in FIG. 4, the fuel flows through an inlet passage 52 in the block 51 and past a needle valve 53 and into an outlet passage 54. The fuel then flows through a fuel line 55 (FIG. 2) to an inlet passage 56 (FIG. in a flow regulator block 57. As shown in FIG. 2, a fuel line 58 conducts any overflow of fuel back to the fuel tank. As shown in FIG. 5, the fuel flows through a port 560 and around a needle valve 59a which is carried on the front end of an elongated rod or tubular valve carried 59. The fuel then flows through a passage 60 and into a conduit 61 shown in FIG. 2. The other end of the conduit 61 is attached to a fuel inlet fitting on the outer end of the pivot bolt 34, as shown in FIG. 6.

As shown in FIG. 5, the valve carrier 59 is provided with an elongated tubular bore 62 in the rear end thereof. Threadably mounted in the bore 62 is an idle needle valve 63. A pointed front end 64 on the idle needle valve63 extends into a passage 65 formed through the needle valve 59a on the front end of the valve carrier 59 to control the flow of idle fuel therethrough and out through an outlet idle orifice 66. It will be understood that the amount of idle fuel may be adjusted by threading the idle needle valve 63 inwardly and outwardly relative to the valve carrier 59, as desired.

The valve carrier 59 is slidably mounted in a bore 67 in the flow regulator block 57. As shown in FIG. 2, the outer end of the valve carrier 59 if fixed to a vertical plate 68 which is carried on a plate 69. The plate 69 is shown as being fixed on the top wall 22 of the chamber 19, but it will be understood that it could be pivotally mounted. As shown in FIG. 2, the flow regulator block 57 is pivotally mounted, by means of a pivot screw 70, on the top wall 22 of the chamber 19 in a position adjacent the pivot bolt 34. It will be seen that when the regulator plate 32 is rotated in a counterclockwise direction, as viewed in FIG. 2, that the regulator block 57 will move relative to the valve carrier 59 to withdraw the needle valve 59a from the orifice 56a and admit more fuel into the passage 60 for increased power and speed. The increased fuel admitted to the chamber 19 is admitted proportionately to the increased opening of the air entrance ports 31.

The taper of the needle valve 59a on the front end of the valve carrier 59 determines the amount of valve carrier travel and the size of the orifice 560. It will also be understood that the flow regulator block 57 could be fixed on the plate 32 and the valve carrier mounting plate 69 could be pivotally mounted.

HEAT SYSTEM The heat system comprises an elongated plate 71, which is supported on the top of the engine block, as for example on the support plate 17. Fixedly mounted on the support plate 71 are four

thermomodulator blocks

72, 73, 74 and 75. As best seen in FIG. 3, the modulator or flow control block 72 is provided with an axial bore 76 through which is slidably mounted a thermomodulator rod or valve 77. The modulator rod 77 is provided with a pair of bores 78 which are adapted to be aligned with a pair of transverse bores 79 when the rod 77 is rotated to an open position. The modulator rod 77 is adapted to be rotated between a closed and open position by an arm 80 which is fixed to the rod 77. Operatively connected to the arm 80 is an operating linkage 81 which is secured to an operating arm 82 attached to the rotatable air-fuel regulator plate 32. It will be seen that when the regulator plate 32 is rotated in a counterclockwise direction, as viewed in FIGS. 2 and 3, the arm 82 will operate the linkage 81 and the linkage 81 is made so as to provide rotation to the arm 80 and the rod 77.

Each of the

blocks

72, 73, 74 and 75 is adapted to control the flow of exhaust gas between two cylinders, as illustrated in FIGS. 1, 2 and 3. A heat collector funnel 83 is mounted in the head 11 so as to draw a proportional amount of the exhaust gas from the exhaust outlet of cylinder 04. As shown in Flg. l, a conduit 84 is connected to the funnel 83 for conducting exhaust gas to one end of one bore 79. As shown in FIGS. 2 and 3, a second conduit 85 is connected to the other end of said first bore 79 and connects this bore to cylinder 01. The other modulator block bore 79 is illustrated in FIGS. 2 and 3 as being provided with the two

conduits

86 and 87 for conducting exhaust gas from cylinder 01 to cylinder 05. It will be understood that each of the other modulator blocks 73, 74 and 75 would also be provided with similar bores and conduits for connecting exhaust gas between two cylinders. It will be seen that the thermomodulator blocks are adapted to pair cylinders in accordance with the particular firing order or sequence of the engine, so that when one cylinder is on its intake stroke it will be connected to another cylinder which is going through its exhaust stroke.

OPERATION In use, the ignition system of the engine would be adjusted so that ignition would take place at top dead center. It will be understood that the regulator plate 32 if first adjusted for the correct idle position and that the idle needle valve 63 is also adjusted for correct idle operation. The engine would be cranked by the usual starter system and when it is desired to increase the engine speed for moving a vehicle provided with the engine, the accelerator 39 is depressed and the regulator plate 32 will be rotated counterclockwise, as viewed in FIG. 2. The fuel flow regulator block 57 will be moved relative to the valve carrier or rod 59 to admit additional fuel through the orifice 56a and into the spray bar 38. Simultaneously, the modulator bar or shaft 77 will be rotated in a direction to align the bores 78 with the bores 79 to permit the flow of exhaust gas to the respective cylinder intakes at the respective proper times.

It will be understood that the diameter of the bores 78 and 79 will determine how much heat will be regulated by the rod 77. It will also be understood that the use of the four modulator blocks 72 is merely for simplicity, and that the number of blocks 72 can be increased or decreased, as desired, in accordance with the number of cylinders desired to be controlled by each block. The amount of heat flowing through the blocks 72 is regulated along with the engine revolutions which are determined by the air-fuel ratio. The advantage of pairing cylinders for heat flow purposes is that at maximum'operating speeds or under a full load there is no manifold vacuum to draw the heat into a cylinder. However, if the cylinders are paired together, the heat velocity or pressure will remain the same as the r.p.m.s. Accordingly, if you have low r.p.m.s, you will have low velocity, if you have high r.p.m.'s, you will have high velocity. I

It will be understood that the air-fuel system of the present invention may be used separately without the heat system, but the most efficient air-fuel feed system is provided if the heat system is used so as to provide fuel in a gaseous state. The heat prepares the fuel for combustion by changing the concentrated energy of the fuel to combustible energy. Accordingly, upon ignition, greater pressures can be created and lesser compression ratios can be used.

The idle needle valve 63 is adjusted for the correct idle operation by first moving the valve carrier 59 upwardly or to the left as viewed in FIG. 5 so as to bring the needle valve 590 to the broken line position indicated by the numeral 88 and into closing engagement with the orifice 56a. The idle needle valve 63 is then adjusted by threading it inwardly or outwardly relative to the valve carrier 59 so as to move the pointed front end 64 inwardly and outwardly of the passage 65 to provide for a proper flow of fuel through the passage 65 and through the idle orifice 66.

It will be understood that the length of the taper on the pointed end 64 of the idle needle valve 63 will determine the amount that the needle valve 63 has to be threaded inwardly or outwardly to provide for the proper idle adjustment.

It will also be understood that in order to move the valve carrier 59 inwardly, it is first released from its fixed position in the plate 68 which is adapted to hold it in a releasable position. It will also be understood that the taper of the needle valve 590 will determine the position of the plate 68 relative to the block 57 so as to provide for the proper travel of the carrier 59 relative to the block 57 during operation of the fuel system.

The pressure regulator 51 is adapted to regulate the outlet pressure from 1 lb. to whatever pressure is provided by the fuel pump. The return fuel line 58 may be connected anywhere between the outlet side of the pressure block 51 and the inlet side of the fuel regulator block 57 so that when the engine is idling, or is running at low r.p.m.s, a majority of the fuel bypasses the fuel regulator block 57 and flows back to the fuel tank. However, when the engine is operating at maximum r.p.m.'s, or slightly less, the fuel will run directly up through the fuel regulator block 57.

The orifices 31 in the air chamber top plate and the orifices 33 in'the rotatable plate 32 are made in accordance with the desired air capacity for the engine, as explained hereinbefore.

. In one operative embodiment, for an 8-cylinder engine, these

orifices

31 and 33 were made to a three-fourths inch diameter and four of each of these holes were provided.

It will be understood that the heat system may be used with a central therrnomodulator block for collecting exhaust gas from one of the exhaust manifolds directly and then feeding the exhaust gas to the individual cylinders.

FIG. 7 illustrates a common central thermomodulator block of the last mentioned type. The numeral 89 generally indicates a modulator block constructed in the same manner as the modulator blocks 72 through 75. The difference between the modulator block 89 and the previously described modulator blocks lies in the fact that the modulator block 89 would be provided with a plurality of conduits which would be connected to one or more of the exhaust manifolds of the engine. The modulator block 89 is further provided with a plurality of conduits 91 for connection to the individual intakes of the cylinders of an engine. The modulator valve or rod 77a would be rotated in the same manner as described hereinbefore for the modulator block 72. The parts of the modulator block 89a which are the same as the modulator block 72 are marked with the same reference numerals followed by the small letter a. lt will be seen that each of the conduits 90 and 91 are adapted to be connected by the passages 79a fonned through block 89 and passages 78a formed through the rotatable rod 77a.

While it will be apparent that the preferred embodiments of the invention herein disclosed are well calculated to fulfill the objects above stated, it will be appreciated that the invention is susceptible to modification, variation and change.

lclaim: y

1. ln combination with an internal combustion engine having an exhaust manifold, and an intake manifold means connected to the cylinders of said engine, means for vaporizing and regulating air-fuel ratios of fuel mixtures for the engine comprising:

a. an air chamber connected to said intake manifold means for receiving air drawn into the air chamber from the atmosphere by the vacuum during the intake cycle for each cylinder;

b. a constant pressure fuel supply system for supplying fuel under pressure to said air chamber, and including a fuel flow control valve;

. means for regulating the flow of air into said air chamber and for simultaneously operating said fuel flow control valve independent of the intake manifold pressure and engine speed;

d. said means for regulating the flow of air into said air chamber including adjustable valve means for controlling the flow of air from the atmosphere into said air chamber;

c. said valve means including a plurality of orifices in said chamber communicating the chamber with the atmosphere and a rotatable fiat plate having a plurality of orifices for coaction with said first named orifices when said plate is rotated to control the flow of air into the chamber; and,

f. means interconnecting said rotatable plate and said fuel flow control valve for simultaneous operation.

2. The structure defined in claim 1, wherein:

a. said fuel flow control valve comprises a needle type valve having an engine the idle adjustment means.

3. The structure defined in claim I, wherein:

a. said fuel flow control valve comprises a needle type valve having a valve block with fuel flow passages therethrough and with the flow of fuel through said passages being controllable by a needle valve slidably mounted in said block, and wherein said needle valve and needle valve block are movable relative to each other by means interconnected with said rotatable plate whereby when said rotatable plate is rotated the needle valve will function to proportionately control the flow of fuel into said air chamber.

4. In combination with an internal combustion engine having an exhaust manifold, and an intake manifold connected to the cylinders of said engine, means for vaporizing and regulating air-fuel ratios of fuel mixtures for the engine comprising:

a. an air chamber for receiving air drawn into the chamber from the atmosphere by the vacuum during the intake cycle for each cylinder;

c. means for regulating the flow of air into said chamber and for simultaneously operating said fuel flow control valve independent of the intake manifold pressure and engine speed;

d. means for supplying exhaust gas to each cylinder in said engine during the intake cycle for each cylinder for adding heat to the air-fuel mixture to increase vaporization of said mixture, and being operated simultaneously with said fuel flow control valve by said means for regulating the flow of air into said chamber; and,

e. said means for supplying exhaust gas to each cylinder including conduit and flow control valve means for conducting exhaust gas from the exhaust outlet of one cylinder and into the intake for another cylinder during the intake cycle of the last mentioned cylinder.

The structure defined in claim 3, wherein:

said fuel passages in said valve block include a circular bore having an annular valve seat at one end thereof; and,

b. said fuel flow control needle valve having a tapered valve end extended into said circular bore for seating on said valve seat to block fuel flow through said bore and for controlling fuel flow through said bore when the needle valve is retracted a selective distance from said valve seat so as to provide a variable concentric fuel flow passage for controlling the fuel flow into said air chamber.

6. The structure defined in claim 5, wherein:

a. said needle valve is provided with an idle fuel flow bore through said tapered valve end and an idle port for communicating said last named bore with said first mentioned bore; and,

b. an idle needle valve adjustably mounted in an idle valve bore in said fuel flow control needle valve and having a tapered end extended into said idle fuel flow bore for providing a variable concentric idle fuel flow passage through said fuel flow control needle valve for fuel idle adjustments.

7. The structure defined in claim 3, wherein:

a. said fuel supply system is connected to said air chamber at a position centrally disposed relative to said orifices.

8. The structure defined in claim 1. wherein: said orifices are circular orifices.

9. In combination with an internal combustion engine having an exhaust manifold, and an intake manifold means connected to the cylinders of said engine, means for vaporizing and regulating air-fuel ratios of fuel mixtures for the engine comprising:

c. means for regulating the flow of air into said air chamber and for simultaneously operating said fuel flow control valve independent of the intake manifold pressure and engine speed;

c. said valve means including a plurality of orifices in said chamber communicating the chamber with the atmosphere and a rotatable fiat plate having a plurality of orifices for coaction with said first named orifices when said plate is rotated to control the flow of air into the chamber; I means interconnecting said rotatable plate and said fuel flow control valve for simultaneous operation; and

g. means for supplying exhaust gas to each cylinder in said engine during the intake cycle for each cylinder for adding heat to the air-fuel mixture to increase vaporization of said mixture, and being operated simultaneously with said fuel flow control valve by said means for regulating the flow of air into said air chamber.

10. The structure defined in claim 9, wherein:

a. said means for supplying exhaust gas to each cylinder includes a valve for controlling the flow of exhaust gas from an exhaust gas source and into the intake of a cylinder which comprises a valve block provided with a valve bore, an exhaust gas inlet bore and an outlet bore formed in said block in axially aligned positions and communicating with said valve bore, and a rotatable valve rotatably mounted in said valve bore and having a transfer bore therethrough for alignment with said inlet and outlet bores so that the flow of exhaust gas to a cylinder can be controlled by rotating said valve to align the valve transfer bore with the inlet and outlet bores for a fully opened position and to a fully closed position where said transfer bore is not in alignment with the inlet and outlet bores so as to block said inlet and outlet bores and to select positions between said fully opened and fully closed positions for controlled flows of exhaust gas.

3 3 UNITED STATES PATENT OFFICE 1 CERTIFICATE OF CORRECTION Patent No. 575, 51 Dated April 20,1971

Inventorfisi Richard F. Sragal It is certified that error appears in the above-identified patent and that said Letters Patent are hereby corrected as shown below:

r- First page, column 1, line 5, "1917" should be 1971 Columx line 60, "carried" should be carrier Column 4, line 3, "if" ShOl be is Column 4, line 71, "if" should be is Column 6, lin

58, cancel "the".

Signed and sealed this 13th day of July 1 971 (SEAL) Attest:

EDWARD M.FLETCHER,JR. Attesting Officer WILLIAM E. SCHUYLER, Commissioner of Pater

Claims

2. The structure defined in claim 1, wherein: a. said fuel flow control valve comprises a needle type valve having an engine the idle adjustment means.
3. The structure defined in claim 1, wherein: a. said fuel flow control valve comprises a needle type valve having a valve block with fuel flow passages therethrough and with the flow of fuel through said passages being controllable by a needle valve slidably mounted in said block, and wherein said needle valve and needle valve block are movable relative to each other by means interconnected with said rotatable plate whereby when said rotatable plate is rotated the needle valve will function to proportionately control the flow of fuel into said air chamber.
4. In combination with an internal combustion engine having an exhaust manifold, and an intake manifold connected to the cylinders of said engine, means for vaporizing and regulating air-fuel ratios of fuel mixtures for the engine comprising: a. an air chamber for receiving air drawn into the chamber from the atmosphere by the vacuum during the intake cycle for each cylinder; b. a constant pressure fuel supply system for supplying fuel under pressure to said air chamber, and including a fuel flow control valve; c. means for regulating the flow of air into said chamber and for simultaneously operating said fuel flow control valve independent of the intake manifold pressure and engine speed; d. means for supplying exhaust gas to each cylinder in said engine during the intake cycle for each cylinder for adding heat to the air-fuel mixture to increase vaporization of said mixture, and being operated simultaneously with said fuel flow control valve by said means for regulating the flow of air into said chamber; and, e. said means for supplying exhaust gas to each cylinder including conduit and flow control valve means for conducting exhaust gas from the exhaust outlet of one cylinder and into the intake for another cylinder during the intake cycle of the last mentioned cylinder.
5. The structure defined in claim 3, wherein: a. said fuel passages in said valve block include a circular bore having an annular valve seat at one end thereof; and, b. said fuel flow control needle valve having a tapered valve end extended into said circular bore for seating on said valve seat to block fuel flow through said bore and for controlling fuel flow through said bore when the needle valve is retracted a selective distance from said valve seat so as to provide a variable concentric fuel flow passage for controlling the fuel flow into said air chamber.
6. The structure defined in claim 5, wherein: a. said needle valve is provided with an idle fuel flow bore through said tapered valve end and an idle port for communicating said last named bore with said first mentioned bore; and, b. an idle needle valve adjustably mounted in an idle valve bore in said fuel flow control needle valve and having a tapered end extended into said idle fuel flow bore for providing a variable concentric idle fuel flow passage through said fuel flow control needle valve for fuel idle adjustments.
7. The structure defined in claim 3, wherein: a. said fuel supply system is connected to said air chamber at a position centrally disposed relative to said orifices.
8. The structure defined in claim 1, wherein: said orifices are circular orifices.
9. In combination with an internal combustion engine having an exhaust manifold, and an intake manifold means connected to the cylinders of said engine, means for vaporizing and regulating air-fuel ratios of fuel mixtures for the engine comprising: a. an air chamber connected to said intake manifold means for receiving air drawn into the air chamber from the atmosphere by the vacuum during the intake cycle for each cylinder; b. a constant pressure fuel supply system for supplying fuel under pressure to said air chamber, and including a fuel flow control valve; c. means for regulating the flow of air into said air chamber and for simultaneously operating said fuel flow control valve independent of the intake manifold pressure and engine speed; d. said means for regulating the flow of air into said air chamber including adjustable valve means for controlling the flow of air from the atmosphere into said air chamber; e. said valve means including a plurality of orifices in said chamber communicating the chamber with the atmosphere and a rotatable flat plate having a plurality of orifices for coaction with said first named orifices when said plate is rotated to control the flow of air into the chamber; f. means interconnecting said rotatable plate and said fuel flow control valve for simultaneous operation; and g. means for supplying exhaust gas to each cylinder in said engine during the intake cycle for each cylinder for adding heat to the air-fuel mixture to increase vaporization of said mixture, and being operated simultaneously with said fuel flow control valve by said means for regulating the flow of air into said air chamber.
10. The structure defined in claim 9, wherein: a. said means for supplying exhaust gas to each cylinder includes a valve for controlling the flow of exhaust gas from an exhaust gas source and into the intake of a cylinder which comprises a valve block provided with a valve bore, an exhaust gas inlet bore and an outlet bore formed in said block in axially aligned positions and communicating with said valve bore, and a rotatable valve rotatably mounted in said valve bore and having a transfer bore therethrough for alignment with said inlet and outlet bores so that the flow of exhaust gas to a cylinder can be controlled by rotating said valve to align the valve transfer bore with the inlet and outlet bores for a fully opened position and to a fully closed position where said transfer bore is not in alignment with the inlet and outlet bores so as to block said inlet and outlet bores and to select positions between said fully opened and fully closed positions for controlled flows of exhaust gas.