EPA-AA-TEB-511-83-13
EPA Evaluation of the VCD Supplemental
Gaseous Fuel Delivery System Under
Section 511 of the Motor Vehicle Information
and Cost Savings Act
by
Edward Anthony Barth
September, 1983
Test and Evaluation Branch
Emission Control Technology Divison
Office of Mobile Sources
U.S. Environmental Protection Agency
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EPA Evaluation of the VCD Supplemental Gaseous Fuel Delivery System Under
Section 511 of the Motor Vehicle Information and Cost Savings Act
The Motor Vehicle Information and Cost Savings Act requires that EPA
evaluate fuel economy retrofit devices and publish a summary of each
evaluation in the Federal Register.
EPA evaluations are originated upon the application of any manufacturer
of a retrofit device, upon the request of the Federal Trade Commission,
or upon the motion of the EPA Administrator. These studies are designed
to determine whether the retrofit device increases fuel economy and to
determine whether the representations made with respect to the device are
accurate. The results of such studies are set forth in a series of
reports, of which this is one.
The evaluation of the "VCD Supplemental Gaseous Fuel Delivery System" was
conducted on the application of the manufacturer. The device is
designed to operate the engine of a vehicle on a mixture of gasoline and
propane. The device consists of a gaseous fuel metering and control
unit, a modified carburetor and associated electrical and plumbing
components. It functions by replacing some of the gasoline with propane
under certain operating conditions. The device causes the engine to idle
on propane, cruise on gasoline, and accelerate on a mixture of the -two
fuels. This is claimed to be more fuel efficient. This combination of
improvements in fuel efficency and fuel substitution is claimed to save
both fuel and money.
1. Title;
Application for Evaluation of VCD Supplemental Gaseous Fuel Delivery
System Under Section 511 of the Motor Vehicle Information and Cost
Savings Act
The information contained in sections two through five which follow, was
supplied by the applicant.
2. Identification Information:
a. Marketing Identification of the Product:
VCD Supplemental Gaseous Fuel Delivery System
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b. Inventor and Patent Protection:
(1) Inventor
Scott J. Venning
617 S. Busse Road
Mt. Prospect, Illinois 60056
(2) Patent
"Copy of patent and pertaining data attached." (Attachment
A)
c. Applicant:
(1) VCD Fuel Systems
617 S. Busse Road
Mt. Prospect, Illinois 60056
(2) Scott Venning is authorized to represent VCD Fuel Systems
in communication with EPA.
d. Manufacturer of the Product:
(1) VCD Fuel Systems
617 S. Busse Road
Mt. Prospect, Illinois 60056
(2) Principals
Scott Venning
617 S. Busse Road
Mt. Prospect, Illinois 60056
Anthony Christian
2832 NE 36th Street
Ft. Lauderdale, Florida 33308
Ronald Dadario
1219 SE llth Ave.
Deerfield Beach, Florida 33441
3. Description of Product;
a. Purpose:
"To conserve fuel by supplementing gasoline with propane at
advantageous times."
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"The purpose of the device is to save fuel and money. Through
testing we have established that idling with propane is more
economical than gasoline and cruising with gasoline is more
economical than propane. With the combination of idling on
propane and cruising with gasoline, we have arrived with a
considerable savings of fuel and money.
"Up until now, all propane converted vehicles used only propane
and had no fuel or money savings, only availability to an
alternative fuel when gasoline is unavailable or in shortage.
Using propane only has the disadvantage of a 20% power loss.
"The VCD System also accelerates on gasoline and propane'.
Together, this [gives] you a leaner power circuit because the
slight amount of propane used helps as does octane in fuel. We
have included test results that we have performed. We feel that
this system will be beneficial to the energy problem and save
the public money." Attachment E.
b. Applicability:
"This system is applicable to all gasoline internal combustion
engines. Test data has been compiled, on the vehicles listed
below:
1980-1981 GM Chevrolet 229 V6 Engine
Monte Carlo - Chev 2 BBL Rochester Garb.
Malibu - Chev Automatic Transmission
Cutlass - Olds H.E.I. Ignition
"This engine is randomly used in other, GM vehicles such as
Oldsmobile and Buick. To identify the 229 V6 Chev Engine, the
5th digit in the serial number is "K" for 1980-1981 models.
c. Theory of Operation:
"Basic Function; idles on propane, cruises on gasoline,
accelerates on propane and gasoline (See Drawings Attached)."
Attachment B, Figures 1 through 8.
d. Construction and Operation;
"See drawings attached", Attachment B, Figures 1 through 8.
(1) Description of Invention:
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"(Fig* 7) System to be used with gaseous fuels such as
propane, methane, natural gas or similar fuels. Propane,
for example, starts in pressure tank (#10), passes thru
shutoff (#8), thru regulator (#9), into metering unit
(#12). On idling requirements, metering unit allows
propane to be injected into carburetor (#1). On cruising
or light acceleration, unit shuts off propane and
carburetor relies on gasoline only. On acceleration,
metering unit (acting as a power valve) enrichens mixture
by injecting propane along with fuel.
(2) Description of Major Components of the VCD Device:
The detailed descriptions of the metering unit, idle
switch, modified carburetor and system variations are given
in Attachment B.
"This system is not intended for aftermarket installations
for the public. The only form in consideration is to1
develop systems for fleet vehicles where the system can be
designed and installed by trained personnel. This should
enable us to omit general operating instructions and rely
on instructions and descriptions as in format heading
'Description of Device.1"
e. Specific Claims for the Product;
The "Purpose of the device ... is to save fuel and money."
Attachment E.
f. Cost And Marketing Information;
"This system is not intended Ifor aftermarket installations for
the public. The only form in " consideration is to develop
systems for fleet vehicles ..."
4. Product Installation, Operation, Safety and Maintenance;
a. Installation ~ Instructions, Equipment, and Skills Required;
"Parts List: Pressure Tank Clamps
Regulator Metering Unit
Shutoff Modified Garb.
Hose Wiring Diagram
"Installation: Basic Hand tools
1. Mount propane tank in trunk.
2. Run propane hose under vehicle into engine compartment.
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3. Mount metering unit on firewall and connect propane
hose to inlet on metering unit.
4. Remove existing carb and install modified carb.
5. Connect vacuum hose on metering unit marked P.V. to a
ported vacuum source. Connect vacuum hose marked M.V.
to a manifold vacuum source.
6. Connect wires as on wiring diagram.
7. Open pressure tank shutoff and adjust regulator to
1-1/2 - 2 Ibs.
8. All units come pre~set. If idle speed needs
adjusting, unloosen locknut on metering unit and
adjust rod accordingly."
b. Operation;
The device modifies the vehicle to ... "idle on propane, cruise
on gasoline, accelerate on gasoline and propane."
c. Effects on Vehicle Safety:
"This system is'wired into an oil pressure switch; therefore, if
the engine stopped running and was not noticed, the propane
would automatically shut off as the oil pressure drops -to zero.
"Vehicles that have been using propane only, have proven [it] to
be a safe fuel for automobiles."
d. Maintenance;
"Maintenance on engines equipped with this system should follow
regular engine maintenance procedures.
"There is no preventative maintenance on this system. With
every refill of propane, check to see if the pressure is 1-1/2 -
2 Ibs."
5. Effects on Emissions and Fuel Economy;
a. Unregulated Emissions;
"With propane being a cleaner fuel to burn, this system will
operate within or better than EPA requirements."
b. Regulated Emissions and Fuel Economy:
The fuel economy test results provided are given in Attachments
E and N.
The following Sections are EPA's analysis and conclusions for the device.
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6. Analysis
a. Identification Information:
Marketing Identification:
VCD Supplemental Gaseous Fuel Delivery System was identified as
the marketing name for the product. However, the device is
vehicle and engine specific and is now available for only one
engine (GM 229 V-6). The three basic variations of the system
(VCD Supplemental Gaseous Fuel Delivery System, types V-l, V-2,
and V-3) were not evaluatedt Attachments D and F.
b. Description;
(1) As stated in Section 3a, the primary purpose of the VCD
device is to conserve gasoline and thereby save fuel and
money. This is in agreement with the theory of operation
and design of the device.
(2) In Section 3b, the theory of the device was claimed to be
applicable to all gasoline internal combustion engines. It
was clarified that, at present, the device was not
applicable to engines with feedback carburetors or fuel
injection (Attachments D and F).
(3) The theory of operation given in Section 3c is judged to be
in agreement with the description of the device (Section
3d) and is able to be designed to function as described.
(4) The description of the device given in Section 3d is judged
to be adequate for the design being evaluated as well as
the several variations (V-l, V-2, and V-3).
(5) The device is claimed to save both fuel and money. These
claims are in agreement with the purpose, theory of
operation, and construction of the device. However, no
specific numerical improvements were claimed. In response
to our request for the specific claims to be made for the
device, the applicant stated that the device would:
(a) "Reduce the cost of fuel and use of energy by 30%
while idling."
(b) "Reduce the cost of fuel and use of energy by between
14 and 23% in normal vehicle operation."
(c) "Achieve these savings without a loss of power"
(Attachments D, F, and G).
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(6) The cost of the device plus installation was not provided
in Section 3f. In response to our request for this
information, the applicant stated the cost of the system is
$700 to $900 (Attachments D and F). However, it is not
clear that all the parts necessary for installation are
included in this cost.
Furthermore, these costs apparently do not include the
labor for installation. EPA is unable to assess what these
added costs might be since neither a detailed parts list
nor detailed installation instructions were provided.
c. Installation, Operation, Safety and Maintenance:
(1) Installation ~ Instructions, Equipment and Skills Required:
The applicant only summarized the installation procedures
and stated that, since the device was intended for fleet
users, VCD would work directly with the installers
(Attachments D and F). However, in our judgment, these
installers would still require more detailed instructions
particularly for the adjustments outlined.
(2) Operation:
Based on the statements of the applicant, it appears the
device functions without requiring any special actions by
the driver.
(3) Effects on Vehicle Safety:
Although the device should be able to be manufactured and
installed safely, the actual safety of the device cannot be
judged. Both propane and gasoline can be hazardous when
not handled properly. The applicant provided no specific
information on the safety standards that the construction,
installation, and use of the device are designed to meet.
The response of the applicant did not adequately address
this issue (Attachments D and F).
(4) Maintenance:
The recommended maintenance requirements given in Section
4d are judged to' be adequate.
d. Effects on Emissions and Fuel Economy:
(1) Unregulated Emissions:
The applicant submitted no data on unregulated emissions.
The substitution of propane for gasoline will affect the
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combustion process and emissions. However, since only a
small amount of propane is used, it is judged that this
change is unlikely to appreciably affect unregulated
emissions.
(2) Regulated Emissions and Fuel Economy;
EPA assisted the applicant in developing test plans for
testing the device at an independent lab (Attachments G, H,
I, J, K, L, and M). The applicant tested the device in
accordance with the Federal Test Procedure and the Highway
Fuel Economy Test and submitted the data (Attachment N).*
The applicant stated in his letter providing these data
that there were numerous driveability problems when the
device was tested but that he felt that these problems
could be overcome through additional work (Attachment N).
Also, he expected to retest in the future. However, since
retesting was not done within a reasonable period and since
these were the best test data available, EPA was obligated
to complete the evaluation of the device with the available
information (Attachment M). The results are summarized in
Table I and II below.
*These two test procedures are the primary ones recognized by EPA for
evaluation of fuel economy and emissions for light duty vehicles. The
requirement for test data following these procedures is stated in the
policy documents that EPA sends to each potential applicant. EPA
requires duplicate test sequences before and after installation of the
device on a minimum of two vehicles. A test sequence consists of a cold
start FTP plus a HFET or, as a simplified alternative, a hot start LA-4
plus a HFET. Other data which have been collected in accordance with
other standardized procedures are acceptable as supplemental data in
EPA's preliminary evaluation of a device.
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Table I
Summary of Test Results Submitted by Applicant
Emissions in Grams per Mile, Fuel Economy in Miles Per Gallon
Hot LA-4 HFET
Configuration HC CO NOx MPG HC CO NOx MPG
1980 Chevrolet Baseline .18 .39 1.38 19.0 .07 .47 1.31 24.9
3.8 liter V-6 VCD 1.21 9.85 .69 19.1 .13 2.90 .61 23.6
Veh. #3877 Average Change +570% +2400% -50% 0% +91% +520% -53% -5%
1980 Chevrolet Baseline .20 1.20 1.64 20.1 .05 .23 1.52 26.3
3.8 litefU-6 VGD| \ 1.15 6.76 1.43 19.7 .15 .77 1.49 25.8
Veh. #6362 Average Change +440% +470% -12% -2% +170% +240% -1% -2%
Note: MPG calculated by the carbon balance method.
Table II
Summary of Fuel Economy Results for Table I
HOT LA-4 HFET
Configuration Carbon GPHM PEGPHM EMPG Carbon GPHM PEGPHM EMPG
1980 Chevrolet Baseline 19.0 5.34 - - 24.9 4.01
3.8 liter V-6 VCD 19.1 4.49 1.02 18.2 23.6 4.16 .10 23.6
Veh. # 3877
Average Change 0% -16% - - -5% +4%
1980 Chevrolet Baseline 20.1 5.08 - - 26.3 3.80
3.8 liter V-6 VCD 19.7 3.82 1.47 18.9 25.8 3.77 .13 25.6
Vehicle # 6352
,|l, Average Change -2% -25% - - -5% -1%
ğ!( J ';,
Fuel Carbon - Fuel economy as measured by carbon balance method.
GPHM - Gallons (gasoline) per hundred miles. This fuel consumption was
measured with a volumetric instrument (Fluidyne). The results correlated
well with the fuel economy results measured by the carbon balance method.
PEGHM - Propane Equivalent Gallons per Hundred Miles. This is the number
of gallons of propane used and expressed as the equivalent number of
gallons of gasoline on a BTU basis. Gasoline is 6.167 Ibs/gallon and
120,750 BTU/gallon. Propane is 4.233 Ibs/gallon and 20780 BTU/lb.
EMPG - Equivalent MPG for device (volumetric fuel plus propane). It
equals (1/(GPHM + PEGPHM) and should equal carbon balance value.
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The overall conclusion after reviewing these data is that
there is no economic or energy benefit for the device and
that, except for nitrogen oxide, emissions increased. The
emission effects noted - substantially higher hydrocarbon
(HC) and carbon monoxide (CO) emissions with lower NOx
emissions are characteristics of the effect of enriching
the mixture of an engine that is calibrated to operate
lean. This data showed that, from an energy standpoint,
the vehicle with the device was not as energy efficient as
the vehicle in stock condition.
The device was able to substitute propane for gasoline.
When the data of Table II are compared on the economics of
this substitution, the following table is obtained.
Table III
Summary of the Energy and Economic
Effects of Operating the VCD Device**
Vehicle #3877 HOT LA-4 HFET
Change in fuel usage -.85 GPHM 1.02 PEGPHM +.15 GPHM +.10 PEGHM
Change in fuel costs* -$1.19/HM +$1.25/HM +$.2l/HM +$.10/HM
Total change in costs +$.06/HM +$.3l/HM
Vehicle #6362
Change in fuel usage -1.26 GPHM 1.47 PEGPHM -.03 GPHM .13 PEGHM
Change in fuel costs* -$1.76/HM +$1.84/HM -$.04/HM +$.16/HM
Total change in costs +$.08/HM +$.12/HM
(increase)
*Fuel costs are calculated on the basis of $1.40 a gallon for unleaded
gasoline and $1.25ijfor the amount of propane that is energy equivalent to
a gallon of gasolilne (propane at $.80 gallon equals $1.05 on energy basis
plus Federal and State excise taxes of $.20 a gallon).
**Abbreviations per Table II.
The following general comments also apply to this data.
(a) Propane consumption was measured with a mass balance.
Unfortunately, the resolution of this balance was
approximately equal to the amount of propane used in
the HFET and nearly 10% of the amount used in the
FTP. Although this does not appear to have adversely
affected the quality of the data, it is thought to be
the major source of difference between the fuel
economy values calculated for the device by the carbon
balance method compared to the combination of
volumetric (Fluidyne) plus weight balance (propane).
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(b) The modified carburetor used for the device tests on
both vehicles was a unit that had been previously
modified, tested, and used on other vehicles by the
applicant. The test vehicles were baseline tested
with their original carburetors.
(c) In an attempt to overcome a stall problem with the
device, the idle propane flow was increased
substantially for the second vehicle, #6362.
Therefore, the device calibration was not the same for
both test sequences.
(d) The stall and lean spot noted on the two test vehicles
may be due to poor fuel control by the device when in
transition between the idle and acceleration modes
rather than a need to richen up the idle. This
appears to be borne out by the fact that, after
richening up the idle mixture, the second vehicle
still stalled.
(e) The applicant had previously operated the test unit on
other vehicles and had noted no problems with it. If
the dynamometer load is higher than road load and was
the cause of the problem as he infers (Attachment N),
then grades or heavy loads should also be a problem.
However, there was no mention of a road load problem
in the applicant's previous road testing of the device.
The applicant also submitted road test data, both with and
without the device, on three other vehicles. Although
these were apparently well-controlled road tests, the test
variables cannot be as rigorously controlled as in lab
tests. Therefore, any road test results are only an
uncertain indication of the effects to expect from a device.
Because of the driveability problems, negative energy
benefit, and negative economic benefit shown in testing, it
appears the device is actually in the prototype,
development, and testing phase rather than pre-marketing.
Benefits for the device, if possible, still have yet to be
demonstrated and would have to be substantial to overcome
the high initial cost.
7. Conclusions
EPA fully considered all of the information submitted by the
applicant. The evaluation of the VCD Supplental Gaseous Fuel
Delivery System was based on that information and and our engineering
judgment.
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The device did substitute propane for some of the gasoline. Although
the substitution of propane for gasoline has the potential to affect
fuel economy, emissions and operating costs, neither the data
submitted by the applicant nor technical analysis showed an economic
or fuel economy benefit. In fact, emission levels of HC and CO were
found to increase substantially. Thus, in the absence of positive
test data, EPA has no reason to support the claims made for the
device or to continue the evaluation on its own.
FOR FURTHER INFORMATION CONTACT; Merrill W. Korth, Emission Control
Technology Division, Office of Mobile Sources, Environmental Protection
Agency, 2565 Plymouth Road, Ann Arbor, MI 48105, (313) 668-4299.
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List of Attachments
Attachment A
Attachment B
Attachment C
Attachment D
Attachment E
Attachment F
Attachment G
Attachment H
Attachment I
Attachment J
Ittachment K
Attachment L
Attachment M
Attachment N
Patent (provided with 511 Application)
Drawings of VCD System and description of major
components of the device (provided with 511
application) .
Letter of November 4, 1982 from EPA to Scott J.
Venning of VCD Fuel Systems acknowledging receipt of
511 application request and noting it did not meet key
criteria for evaluation.
Letter of November 29, 1982 from EPA to Scott Venning
providing a review of the incomplete 511 application
and requesting clarification.
Letter of November 29, 1982 from Scott Venning
responding to EPA letter of November 4, 1982 and
formally completing 511 application.
Letter of December 12, 1982 from Scott Venning
responding to EPA letter of November 29, 1982.
Letter of December 15, 1982 from EPA to Scott Venning
confirming information supplied and providing a test
plan for the device.
Letter of February 22, 1983 from Scott Venning to EPA
discussing proposed lab tests and containing two lab
test plans.
Letter of February 28, 1983 from Scott Venning to EPA
requesting review of a lab test plan.
Letter of March 16, 1983 from EPA to Scott Venning
responding to letters of February 22 and 28, 1983.
Letter of March 18, 1983 from Scott Venning requesting
review of two lab test plans.
Letter- of April 6, 1983 from EPA to Scott Venning
commenting on selection of a test lab.
Letter of July 11, 1983 from EPA to Scott Venning
announcing intention to close out evaluation since VCD
Fuel Systems had not completed the test program and
submitted required data.
Letter of July 7, 1983 from Scott Venning providing
copy of the test results at an independent lab.
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ATTACHMENT A
VCD SUPPLEMENTAL GASEOUS FUEL DELIVERY SYSTEM
GASEOUS FUEL DELIVERY SYSTEM
15
I. BACKGROUND OF THE INVENTION
Field of the Invention
The present invention relates to a gaseous
fuel delivery system for gasoline engines. More
particularly it relates to a system which supplies
| gaseous fuel, such as propane, methane or natural
j gas to the gasoline engine during idle and acceleration
i
I conditions of operation. It is an improvement of
i
'i the system described in United States Patent 4,227,497.
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Description of the Prior Art
The system disclosed in the aforesaid patent
i
i
: is intended to supply gaseous fuel to a gasoline engine
; during portions of the operating cycle in which gaseous
! fuel operation is more efficient. These selected
operating conditions are idle, acceleration, and
increased load.
It was determined that the use of purely
mechanical means to control idle gaseous fuel supply
was troublesome and inaccurate. Also, dependency
upon the relative magnitudes of engine vacuum resulted
in wide fluctuations in operating effectiveness. Unwanted
operation of one or the other portion of the system
to supply gaseous fuel when not intended further
: diminished overall efficiency. Importantly, it also
was determined that for idle operation, modification
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of the carburetor of the gasoline engine equipped
for gaseous fuel supply was necessary to maximize
efficiency.
SUMMARY OF THE PRESENT INVENTION
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The present invention is intended to provide
the advantages of gaseous fuel operation in a gasoline
engine without the disadvantages of the earlier design.
The present invention incorporates means responsive
to engine operating conditions into the idle fuel
supply portion to the system. It also eliminates
variable control of gaseous fuel supply during
acceleration and provides positive, electrically
operated cutoff of the gaseous fuel supply during
periods when such supply is unneeded. This arrangement
eliminates the ability to automatically respond to
variable load, but significantly improves idle and
acceleration performance.
The system of the present invention is
applicable to new as well as existing engines. It
could be supplied as original equipment or added as
a conversion at some later time.
In the preferred form, the system includes
supply valve means responsive to absence of flow of
air through the carburetor venturi to permit supply
of a preselected quantity of gaseous fuel during idle
operation of the engine and responsive to loss of
intake manifold vacuum to permit supply of a preselected
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10
supplemental quantity of gaseous fuel during engine
acceleration. It further includes positive, electrically
operated valve means responsive to engine throttle
position and manifold vacuum to insure delivery of
idle or acceleration gaseous fuel supply only at the.
proper portions of the operating cycle.
The carburetor used, with the system is
arranged such that no gasoline fuel is delivered to
the engine at idle, yet as operation is elevated above
idle, a small supply of gasoline commences prior to
termination of the idle gaseous fuel supply.
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DESCRIPTION OF THE DRAWINGS
FIGURE 1 is a partially sectional view of
the system of the present invention.
FIGURE 2 is an electrical schematic of the
electrical components of the system.
FIGURE 3 is a plan view, partially in
section, of the supply valve means of the present
invention.
FIGURE 4 is a side view of the supply valve
means of FIGURE 3.
FIGURE 5 is a top view of the base plate
of the carburetor incorporating the system of the
present invention.
FIGURE 6a and 6b are fragmentary views of
portions of the base plate of the carburetor of FIGURE
5.
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FIGURE 7 is a fragmentary side elevational
view of a portion of the carburetor of FIGURE 5.
DETAILED DESCRIPTION
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The system of the present invention is
applied in conjunction with the carburetor of an
internal combustion engine utilizing gasoline fuel.
It is interconnected, for example, with a dual barrel
carburetor 10 illustrated in the drawings, which
includes a removable base plate 12, central throats
14 and pivotal butterfly valve plates 15 pivotally
mounted in base plate 12 and controlled by the engine
throttle linkage. Of course, a carburetor having
additional or fewer barrels (Venturis) could be
utilized. Any suitable gasoline carburetor may be
used, such as the products of Rochester Carburetor
Company, a Division of General Motors Corporation.
Specifics of carburetor functions to supply gasoline
to an engine are illustrated and described in numerous
reference works, such as, for example, "Rochester
Carburetor", a publication of H. P. Books, P. 0. Box
5367, Tucson, Arizona 85708, printed 1973, Library
of Congress Catalog Card Number 72-91 685. Reference
is made to that publication for an understanding of
the typical gasoline carburetor with which the present
invention is intended to cooperate.
Illustrated carburetor 10 is not wholly
conventional. It is modified, or in the instance
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10
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of original equipment, constructed differently from
a carburetor for supplying only gasoline to an internal
combustion engine. Carburetor 10 includes gaseous
fuel inlet tube 16 through which the gaseous fuel
is supplied in accordance with the present invention.
This may be located above or below butterflys 15.
In accordance with the present invention,
it is necessary to eliminate all supply of gasoline
fuel at idle. Usually two sources exist, the main
idle circuit, which includes adjustable idle fuel
jets and in most carburetors transition slots, which
are formed in the .throat of carburetor adjacent the
closed position of the butterfly valves.
Idle needle valves are closed so that no
fuel is delivered to the idle circuit of the carburetor.
The idle circuit is normally a passage separate from
the throat and supplies gasoline and air even though
the butterfly valves are closed or nearly closed.
Fuel, metered through the idle needle valves, is the
major idle fuel supply. In the present system all
gasoline or liquid fuel supply is eliminated at idle.
As illustrated in FIGURES 5 through 7, the
carburetor of the present invention includes transition
slots 22, formed, in throats 14 of carburetor 10, which
permit quantities of gasoline to enter the carburetor
throat 14. They generally operate to supplement idle
fuel supply until the main carburetor jets 17 commence
fuel delivery.
As seen in FIGURES 5, 6a and 6b, the bcse
plate 12 of carburetor 10 has been modified to
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1 | significantly shorten the "transition slots" 22 which
! exist in the walls forming the throats 14, such that
, they are closed at idle and not exposed to the high
i intake manifold vacuum between the closed butterflys.
l
5 Thus, no gasoline can be drawn into the carburetor
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! throat. In modifying an existing carburetor 10 the
! slots 22 are conveniently restricted by inserting
set screws 20 from the top of carburetor base plate
;! 12. Appropriate threaded holes 24 are formed in base
i
10 plate 12 to accommodate threaded set screws 20.
It is important to note that the screws
are positioned such that the transition slots are
i blocked when the butterfly plate is in the closed
or idle position. That position of plate 15 at idle
15 is as shown at 13 in FIGURE 6a. At idle no gasoline
can be drawn into the carburetor through the shortened
i
portions 23 of slots 22, because they are above the
closed portion of the butterfly. As the butterflys
15 are moved from the idle position, some amount of
20 gasoline is drawn into the throats 15 through the
shortened slots 23. This is intended to avoid any
possible lag in operation as transition is made from
idle to operational modes. It occurs, because as
the butterflys 15 are pivoted toward the open or
25 vertical position, the shortened slots 23 are exposed
to the intake manifold vacuum.
The power valves of the carburecor 10 are
also eliminated. This is done by removing, or in
the case of original equipment, excluding the typical
30 power valves found in a carburetor which enrichens
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the fuel mixture under load. This substantially
I
| reduces the amount of liquid fuel which will enter
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! the carburetor on acceleration.
30
The fuel delivery system illustrated in
the embodiment in FIGURES 1 through 8, includes a
pressure vessel 26 for storage of a gaseous fuel
supply, a shut-off valve 28, adjustable pressure
regulator 30 with gauge 32, supply valve means 34,
and connecting delivery conduits 36. The fuel utilized
may be propane, methane, natural gas or similar suitable
gaseous fuel. The vessel 26.may be placed in any
suitable location, for example, in automotive
applications it may be placed in the trunk, or
between the frame rails.
Regulator 30 and gauge 32 are utilized to
set an appropriate supply pressure for delivery of
gaseous fuel to the supply valve means 34 at essentially
constant preset pressure. As can be appreciated,
the pressure level will vary with the size of the
engine with which the system is associated. Typically,
a system for an engine of 200 cubic inch displacement
will operate satisfactorily at 1.5 to 2.0 psig. (pounds
per square inch, gauge) supply pressure.
Fuel supply line 36 provides a connection
between regulator 30 and supply valve means 34.
Interposed in line 36 is a normally closed solenoid
valve 38 connected to the electrical power supply
of the engine, which in this embodiment includes
battery 41. Solenoid 38 is operated by oil pressure
switch 39 which closes the electrical circuit and
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22
permits solenoid 38 to open only when the engine is
i cranking and has developed oil pressure.
' As best seen in FIGURE 3, supply valve means
! 34 includes a housing or body 35 forming two separate
5 valves, idle fuel valve 42 and acceleration fuel valve
44. Supply line 36 delivers gaseous fuel through
two separate inlet passages 46 and 48. These passages
; respectively connect to two separate discharge passages
1 50 and 52 across orifice defining valve seats 54 and
10 56.
Each of the valves 42 and 44 includes rod
58 slidably supported in bores formed in body 35.
: Tapered lower portions of the rods form valve plugs
i
1 64 and 65 which coact with valve seats 54, 56 to open
15 and close communication between passages 46 and 50
and passages 48 and 52. The plugs are tapered to
provide adjustability of effective orifice size of
I
: the annular opening between plug and seat when ,the
valves are in the open position. The maximum diameter
20 of the tapered portions exceeds the orifice size of
the seats 54, 56 so that when the valves are in the
closed position the orifices are completely closed.
Upper ends of rods 58 are threaded into
adjustment nuts 66 which are adjustable to vary the
25 length of the rod, nut combination, and consequently
the effective orifice size of the annulus between
seats 54, 56 and plugs 64, 65. It has been determined
that the effective orifice size (equivalent circular
, orifice) for the valve 42 is .\n the range of .040
30 to .070 inches diameter and the effective orifice
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23
size for the valve 44 is in the range of .060 to .080
inches diameter. Springs 67 operate against washers
69 and urge valve rods 58 toward the open position.
Each of the rods 58 is connected to a vacuum
pulloff 74, 76, through connectors 58. These vacuum
motors operate, as will be explained, to seat the
tapered plugs^. 64, 65 against seats 54, 56 under
appropriate operating conditions. These devices are
well known and commercially available from F&B Mfg.
10 , Co., Catalogue No. 30-3. F&B Mfg. Co. is located
at 4248 West Chicago Avenue, Chicago, Illinois.
Vacuum pulloff 74 is connected via conduit
. 79 to the port 81 in venturi or throat of carburetor
10. Port 81 is located as would be a vacuum advance
15 port in the throat of a carburetor. It is positioned
upstream of the butterflys 15 such that when the
throttle is closed and butterflys 15 are positioned
as shown in FIGURES 1 and 6, the butterflys are between
ill i! \
the port 81 and the intake manifold. When the butterflys
20 are moved to an open position, port 81 is exposed
to intake manifold vacuum and the flow of air through
the throat 14.
Conduit 79 senses ported vacuum, that is,
vacuum created as a result of flow of air through
25 the venturi flowing over port 81 and operates to pull
rod 58 of idle fuel valve 42 closed when there is
sufficient air flow through the carburetor throat.
This occurs when the engine is operating other than
at idle conditions. ^t idle, the ported vacuum orifice
30 81 is blocked or disposed above the butterfly and
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24
it does not experience the intake manifold vacuum
below the butterflys 15. Hence, there is no flow
across it and no ported vacuum. Spring 67 urges valve
42 open. Vacuum pulloff 74 is sized such that upon
experiencing a ported vacuum in excess of about 4-
6 inches of mercury, it will operate against spring
67 and close
It
idle valve 42.
:l
should be understood that vacuum is a
1 negative valve. That is, a vacuum near zero, measured
10 in inches of mercury, is a smaller or lesser vacuum
than a vacuum of 4 or 10 inches of mercury.
Vacuum pulloff 76 is connected via conduit
80 to the intake manifold 82 of the engine incorporating
the supplemental fuel delivery system. It senses,
15 and responds to, manifold vacuum to pull the valve
rod 58 of acceleration fuel valve 44 closed when
manifold vacuum exits, such as during idle and cruise
operation. Vajcuum pulloff 76 is sized such that upon
experiencing ;an intake manifold vacuum in excess of
20 about 4-6 inches of mercury, it operates against
spring 67 to close acceleration fuel supply valve
44.
Discharge port or passage 50 of idle fuel
valve 42 communicates through conduit 83 to normally
25 closed idle solenoid valve 84. Discharge port or
passage 52 of acceleration fuel valve 44 communicates
through conduit 86 to normally closed acceleration
solenoid valve 88. These valves then communicate
through conduit 90 to gaseous fuel inlet tube 16 in
30 carburetor 10. The solenoid valves may be Skinner
- 10 -
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25
#BZ DA 1052 valve or like valves from other sources.
Skinner valves are made by Skinner Electric Valve Co.,
New Britain, Connecticut.
Microswitch 92, as best seen in FIGURE 4,
is mounted upon bracket 93 connected to body 35 of the
supply valve means 34. It is a two position electrical
switch with contacts A and B which may be alternately
energized. A suitable switch is a UNIMAX 3TMT 15-4
available from G-C Electronics, Rockford, Illinois.
10 : It senses the position of washer 69 of acceleration
valve 44 to operate the switch between contacts A and
! B and alternately supply power to solenoids 88 and 84.
j As shown in FIGURE 4, bracket 93 is attached to the
j
body 35 with bolts 97 received in slotted holes 99.
15 This permits vertical adjustment of the switch for
: purposes as will be explained. Also, in the illustrated
i
' embodiment solenoids 84 and 88 are normally closed valves;
i
i that is, they are closed when de-energized. As can
be appreciated, appropriate circuit modification could
20 readily be accomplished and normally open valves used.
At idle, vacuum pulloff 76 experiences high
vacuum in the range of 15-17 inches of Mercury. This
holds valve 44 closed and seats plug 65 against seat
56. Feeler 94 of switch 92 senses the closed position
25 of valve 44 and as illustrated by the schematic of
FIGURE 2, connects with contact B to make power
availacle to idle solenoid 84 which opens conduit 83
to conduit 90. At the same time, solenoid 88 is de-
: energize-i. This closes conduit 86 from conduit 90 to
30 preclude any flow of gaseous fuel through acceleration
- 11 -
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26
valve 44 during idle, even if plug 65 is not tightly
. i sealed against seat 56.
';j When intake manifold vacuum drops below 4-
i 6 inches of mercury, such as during conditions of
5 acceleration, spring 67 of valve 44 moves plug 65 away
from seat 56. Feeler 94 senses the lower position of
i rod 58 of that valve and in accordance with the circuit
!
,| of FIGURE 2, makes contact at A. Power is no longer
i
available to solenoid 84 which opens and blocks possible
10 flow of gaseous fuel through conduit 83 to conduit 90.
Contact A energizes solenoid 88 which permits passage
, i of gaseous fuel through conduit 86 to conduit 90.
j
! When operating at a stable or steady state
condition above idle, both pulloffs 84 and 76 experience -
15 sufficient vacuum to close respective valves 42 and
44 so that no gaseous fuel is supplied to the carbuetor
! 10. Also, the closed position of valve 44 is sensed
by switch 92 to close solenoid 88, though this action
does again make power available to solenoid 84.
20 To insure operation of the idle fuel supply
valve 42 only at idle conditions, a second microswitch
95 is positioned upon carburetor 10 to sense the position
of the throttle linkage. A UNIMAX jf2HBl!3-l is a suitable
switch for this application. As best seen in FIGURE
25 7, normally open microswitch 95 is positioned on a
bracket 96 with actuator arm 98 disposed to contact
throttle linkage 100. Movement of linkage 100 away
from idle as shown by arrow 102 causes linkage 100 to
' -nove away from actuator 98 and open microswitch 95.
30 Switch 95 is connected in series with switch 92 and
- 12 -.
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27
i
1 ' and solenoid 84 as shown in FIGURE 2.
; Starting is initiated by cranking with any suitable
;l cranking motor. This develops sufficient engine oil
! pressure to close switch 39 to connect the electric circuit
5 to the battery 41. The normally closed solenoid valve 38
is energized and gaseous fuel is made available to the
: supply valve means 34.
I i
. i
Starting normally requires more air flow into
i
the engine than is available with a closed throttle, so
10 throttle linkage 100 is operated to at least partially
open butterfly 15. This permits air to enter the intake
i manifold. 82 through venturi 14, which draws gasoline through
main jet 17. Throttle movement also supplies gasoline
for starting through conventional accelerator pumps (not
15 shown) in the carburetor.
At the commencement of engine start-up, both
i
vacuum pulloffs 74 and 76 experience zero vacuum and,
hence, valves 42 and 44 are open across the orifice seats
54 and 56. The open position of valve 44 positions switch
20 92 such that contact A is converted to the power source
and power is supplied only to solenoid 88. Some gaseous
fuel, therefore, is at least initially supplied on startup
through the acceleration valve 44.
After the engine starts, sufficient intake
25 manifold vacuum develops, i.e., 4-6 inches of mercury,
and pulloff 76 closes valve 44. This causes switch 92
to close contact B and open contact A to supply power
to solenoid 84 and de-energize solenoid 88. Gaseous fuel
flow through valve 44 is terminated.
30 Additionally, there is no flow through valve 42, even
- 13 -
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i 28
i
1 : though electrical energy is available to solenoid 84
; because switch 95 is open during starting as a result of
the open position of throttle butterfly 15. Once the
engine starts, flow of air through venturi 14 creates
5 sufficient ported vacuum, i.e., 4-6 inches of mercury,
at port 81 of conduit 79 to close valve 42. Also, throttle
linkage 100 is in other than the idle position and switch
94 remains open.
Placement of the throttle in the idle position,
10 as illustrated in the drawings, severely restricts air
flow into the engine. This air flow passes through the
slight annulus between throats 14 and butterflys 15, or
: through holes drilled in the butterflys for that purpose.
Throttle plates 15 are nearly against screws 20 in the
15 shortened transition slots 22. The open portions 23 are
above the butterflys. No fuel enters through the
shortened slots.
Restricted flow causes loss of ported vacuum,
i.e., to less than 4 inches of mercury. Intake manifold
20 vacuum increases substantially to the range of 17-18 inches
of mercury. Pulloff 74 no longer operates against spring
67 and, therefore, the valve 42 opens permitting flow
across orifice seat 54 into conduit 83. At the same time,
pulloff 76 operates against spring 67 to close valve 44.
25 Switch 92 senses the closed position of the valve and
connects electrical power to contact B, energizing and
opening solenoid 84 and closing solenoid 88.
Linkage 100 is in the idle position and, therefore,
switch 95 is also closed, which permits the closure of
30 contact B of switch 92 to energize and open solenoid 84.
- 14 -
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29
i
1 Gaseous fuel is permitted to flow into the carburetor
through conduit 90 and inlet tube 16.
Modified transition slots permit elevation of
i
the power level of the engine from idle without lag or
5 | sudden drop in engine output. As butterfly valve 15 is
' j
i opened, the shortened portions 23 of the slots are
,'< exposed to intake manifold vacuum and the air flowing
' i
; through venturi 14 draws gasoline from the reduced size
i
;| transition slot. Also, as the butterflys 15 open above
10 '. the port 81*, it is exposed to intake manifold vacuum.
: Also, air flow past butterflys 15 increases'. These
i
''. factors increase ported vacuum and commence closure of
gaseous idle fuel valve 42. As throttle linkage is moved
from idle, switch 95 opens and de-energizes solenoid 84,
15 further insuring termination of gaseous fuel supply
: through conduit 83. Transition slots 23, however, permit
gasoline flow as soon as butterflys 15 are moved above
the set screws 20. This opens slots 23 to intake manifold
vacuum and allows liquid fuel to be delivered simultaneously
20 with, or immediately prior to termination of idle gaseous
fuel supply.
Under normal load, butterflys 15 are open to
a position dependent on load requirements. Air flow
through venturi 14 creates sufficient ported vacuum, i.e.,
25 over 4-6 psig. inches of mercury, to cause pulloff 74
to hold valve 42 closed. There is also sufficient intake
manifold vacuum, i.e., in excess of 4-6 inches of mercury,
to cause pulloff 76 to hold valve 44 closed. Electrically,
switch 92 closes contact B, thus de-energizing solenoid
30 88 and making power available to solenoid 84. Throttle
- 15 -
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30
1 linkage luO, nowever, is ouc of the idle position.
| Hence, switch 95 is open and solenoid 84 remains de-
! energized. Under These conditions, fuel is supplied
\ (
' solely in liquid form through carburetor 10.
5 On acceleration, throttle 100 is operated to
further open butterfly 15. This results in a loss of
intake manifold vacuum. As that parameter reduces to
4-6 inches of mercury or less, vacuum pulloff 74 no
: longer is capable of holding valve 44 closed against
10 the action of spring 67. As valve 44 opens, switch 92
operates to contact A and energize solenoid 88. Solenoid
. 84 is disconnected from the source of power and is
therefore closed.
Opening of valve 44 permits gaseous fuel to
15 pass between orifice valve seat 56 and plug 65 into passage
or conduit 86. Since solenoid 88 is open, gaseous fuel
is permitted to flow into conduit 90 and delivery tube
l
16 to supplement gasoline drawn into carburetor 10 through
jet 17. Use of gaseous fuel to supplement gasoline under
20 acceleration is advantageous because gaseous fuel is of
a higher octane and enrichens the total fuel mixture using
less fuel than if operated on liquid fuel alone.
Once steady state load conditions are reached,
throttle butterflys 15 are moved toward a more closed
25 position and intake manifold vacuum again exceeds 4-6
inches of mercury. This closes valve 44 to shut-off
acceleration gaseous fuel supply. Also, this movement
operates switch 92 to contact B, de-energizing solenoid 88.
Since throttle linkage 100 is not in the idle position,
30 switch 95 causes solenoid 84 to remain de-energized and
- 16 -
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31
1 [ no gaseous fuel is supplied to the engine until a
; condition of idle or acceleration is re-established.
; It has been determined that under certain
i
conditions of light acceleration intake manifold vacuum
5 does not fall below the minimum at which spring 67 of
i valve 44 can fully override pulloff 76. At the same
i
: time, ported vacuum may also drop with the possibility
i that valve 42 may move slightly open.
' Microswitch 92 is mounted on body 35 by bracket
10 93 such that it may be adjusted vertically. In this way
it may be adjusted to respond to different positions of
washer 69 dependent upon operating characteristics desired.
Positioning of switch 92 vertically with respect to valve
44 dictates when switch 92 will close contact A, and,
15 hence, energize solenoid 88 and de-energize solenoid 84.
This switch may be positioned to respond to slight movement
of rod 58, or may be moved vertically lower to respond
only when the valve rod has nearly reached the end of its
opening travel. If positioned in its vertically upward
20 maximum location, it will respond to movement of valve
stem 58 of valve 44 as soon as intake manifold vacuum begins
to reduce below 4-6 inches of mercury, which represents
the commencement of opening of plug 65 from seat 56. If
positioned at the vertically lowermost position, it will
25 not sense movement of valve rod 58 by spring 67 until the
annulus between plug 65 and seat 56 is fully open. This
would, for example, require reduction of intake manifold
vacuum to 2-3 inches of mercury. In this way, opening of
solenoid 88 can be controlled to occur at a predetermined
30 desired condition of acceleration.
- 17 -
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32
Various features of the present invention have,
hence, been disclosed in connection with the illustrated
embodiments of the present invention. However, numerous
modifications may be made without departing from the
spirit and scope of the invention as defined by the appended
claims.
10
//
15
//
20
//
25
//
30
//
- 18 -
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,| 33
|
1 '! CLAIMS
.1
;j WE CLAIM:
I
5 '. 1. A gaseous fuel delivery system for an
' internal combustion engine normally operable on liquid
fuel, the combination comprising:
l| a.) idle delivery means responsive to engine
operating conditions to supply gaseous
10 : fuel to said engine when said engine
is operating at idle;
i b.) acceleration delivery means responsive
to engine operating conditions to supply
gaseous fuel to said engine when said
15 engine is accelerating;
. c.) conduit means communicating said idle
i and acceleration delivery means to a
source of gaseous fuel and to said engine.
2. A gaseous fuel delivery system as claimed in
20 Claim 1 wherein said system includes:
a.) means responsive to ported vacuum created
by flow of air into said engine to
open and close said idle delivery means;
b.) means responsive to the vacuum in the
25 intake manifold of said engine to open
and close said acceleration delivery means.
3. A gaseous fuel delivery system for an internal
combustion engine as claimed in Claim 1 wherein said system
includes:
30 means closing communication from said idle
-------
34
1 delivery means to said conduit to the engine
when said acceleration delivery means is open,
and opening communication from said acceleration
delivery means to said conduit to the engine
5 said means further opening communication from.
said idle delivery means to said conduit to
the engine when said acceleration delivery means
is open and closing communication from said
acceleration delivery means to said conduit
10 to the engine.
4. A gaseous fuel delivery system as claimed
in Claim 1 wherein said idle delivery means includes
an idle fuel delivery valve and said acceleration
delivery means includes an acceleration fuel delivery
15 valve.
5. A gaseous fuel delivery system as claimed
in Claim 4 wherein said system includes:
a vacuum pulloff connected to said idle fuel
delivery valve responsive to ported vacuum
20 created by flow of air into said engine to
open and close said idle delivery means and
a vacuum pulloff connected to said acceleration
fuel delivery valve responsive to intake
manifold vacuum of said engine to open and
25 close said acceleration delivery valve.
6. A gaseous fuel delivery system as claimed
in Claim 5 wherein said system includes:
a.) an idle solenoid valve intermediate
said idle delivery valve and said
30 engine;
-------
35
1 b.) an acceleration solenoid valve in-
termediate said acceleration delivery
valve and said engine; and
c.) means responsive to the opening and
5 closing of said acceleration delivery
valve to open said acceleration solenoid
valve and close said idle solenoid valve
when said acceleration delivery valve
is open and to close said acceleration
10 solenoid and open said idle solenoid
when said acceleration delivery valve
is closed.
7. A gaseous fuel delivery system as claimed
in Claim 6 wherein said system further includes means
15 responsive to the position of the throttle of said
engine to permit opening of said idle solenoid valve
only when said engine throttle is at the idle position.
8. A gaseous fuel delivery system as claimed
in Claim 7 wherein said means responsive to the opening
20 and closing of said acceleration delivery valve and
said means responsive to the idle position of said
throttle of the engine are electrical switches
connected to said solenoid valves and adapted to connect
to a source of electrical power.
25 9. A gaseous fuel delivery system for an
internal combustion engine as claimed in Claim 5
wherein said vacuum pulloff connected to said idle fuel
delivery valve opens said valve when the ported vacuum
is about 4 to 6 inches of mercury or less.
30 10. A gaseous fuel delivery system for an
-------
36
1 internal combustion engine as claimed in Claim 5 wherein
said vacuum pulloff connected to said acceleration fuel
delivery valve opens said valve when said engine intake
manifold vacuum is about 4 to 6 inches of mercury or
5 less.
11. A gaseous fuel delivery system as claimed
in Claim 10 wherein said vacuum pulloff connected idle
fuel delivery valve opens said valve when the ported
vacuum is about 4 to 6 inches of mercury or less, and
10 said vacuum pulloff connected to said acceleration fuel
delivery valve opens said valve when said engine intake
manifold vacuum is about 4 to 6 inches of mercury or
-less.
12. A gaseous fuel delivery system for an
15 internal combustion engine, operable on liquid fuel,
comprising:
a.) a supply of gaseous fuel under pressure;
b.) .a gaseous fuel delivery valve means
having:
20 (1) an idle fuel delivery valve;
(2) an acceleration fuel delivery
valve;
c.) means responsive to engine operation
to control opening and closing of
25 said fuel delivery valve means including:
(1) means responsive to ported vacuum
to open and close idle fuel delivery
valve;
(2) means responsive to intake manifold
30 vacuum to open and close acceleration
-------
37
1 fuel delivery valve;
d.) Conduit means communicating said gaseous
fuel from said supply to said delivery
valve means and from each said idle
5 fuel delivery valve and acceleration
fuel delivery valve to said engine;
e.) electrically operable solenoid valve
means a'rranged for alternate opening
and closing comprising:
10 (1) idle solenoid valve means adapted
to open and close said conduit
means from said idle fuel delivery
valve to said engine;
(2) acceleration solenoid valve means
15 adapted to open and close said
conduit means from said idle fuel
delivery valve;
said means responsive ,'$p engine operation further including
switch means to alternately open one said solenoid valve means
20 and close the other thereof in response to opening and closing
of said acceleration fuel delivery valve, said switch means
opening said acceleration solenoid valve when said acceleration
fuel delivery valve is open, closing said idle solenoid
valve and, opening said idle solenoid valve when said
25 acceleration fuel delivery valve is closed, said closing
acceleration solenoid valve.
13. A gaseous fuel delivery system for an internal
combustion engine as claimed in Claim 12 including solenoid
valve means, interposed in said conduit from said supply to
30 said delivery valve means and switch means responsive to oil
-------
38
1 pressure in said engine to operate said solenoid valve means to
permit gaseous fuel flow only when oil pressure exists in said
engine.
14. A gaseous fuel delivery system for an internal
5 combustion engine as claimed in Claim 12 further including
idle switch means responsive to the position of the throttle
of said engine to permit opening of said idle fuel delivery
valve only when said throttle is in the idle position, closing
said valve when said throttle is other than at the idle position.
10 15. Gaseous fuel delivery system for an internal
combustion engine as claimed in Claim 14 wherein said:
idle fuel delivery valve and said acceleration
I
fuel delivery valve each include an orifice
defining valve seat,
15
a slidable rod having a plug at one end thereof
surrounded by said valve seat to define a
flow orifice therebetween, each said rod
i
being movable engaging said plug with said
20 orifice seat to close said valve.
16. A gaseous fuel delivery system for an
internal combustion engine as claimed in Claim 15 wherein
said idle fuel delivery valves include means urging said plug
to an open position, and a vacuum pulloff connected to sense
25 ported vacuum to close said valve when said ported vacuum
exceeds a predetermined minimum, allowing said valve to open
when said ported vacuum falls below said predetermined
minimum.
17. A gaseous fuel delivery system for an internal
30 combustion engine as claimed in Claim 15 wherein said
-------
39
1 acceleration fuel delivery valve includes means urging said
plug to an open position, a vacuum pulloff connected to sense
intake manifold vacuum to close said valve when said intake
manifold vacuum exceeds a predetermined minimum, allowing said
5 valve to open when said ported vacuum falls below said
predetermined minimum.
18. A gaseous fuel delivery system for an internal
carburetor engine as claimed in Claim 16 wherein gaseous fuel
is supplied to said fuel delivery valve means at from 1 1/2
10 to 2 pounds per square inch and said orifice deferred by said
idle fuel delivery valve is equivalent in size to a circular
opening housing a diameter of .040 to .070 inches.
19. A gaseous fuel delivery system for an internal
combustion engine as claimed in Claim 17 wherein gaseous fuel
15 is supplied to said gaseous fuel delivery valve means at
from 1 1/2 to 2 pounds per square inch and said flow orifice
defined by said acceleration fuel delivery valve is equivalent
in size to a circular opening having a diameter of .060 to
.080 inches.
20 20. A gaseous fuel delivery system as claimed in
Claim 16 wherein said pulloff closes said idle fuel delivery
valve when ported vacuum exceeds 4-5 inches of mercury.
21. A gaseous fuel delivery system as claimed in
Claim 17 wherein said pulloff closes said acceleration fuel
25 delivery valve when said intake manifold vacuum exceeds
4-6 inches of mercury.
30 //
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40
ABSTRACT
A gaseous fuel delivery system for a gasoline
5 engine having a gaseous fuel delivery valve means
comprising an idle fuel delivery valve and an
acceleration fuel delivery valve. Means responsive
to air flow through the carburetor throat controls
operation of the idle fuel delivery valve. Means
10 responsive to intake manifold vacuum controls operation
of the acceleration fuel delivery valve. Electrically
operable alternately open idle and acceleration solenoid
valves are interposed in separate delivery conduits
from the idle and acceleration fuel delivery valves.
15 Means responsive to the opening of the acceleration
fuel delivery valve opens the acceleration solenoid
: valve and closes the idle solenoid valve, reversing
the respective valve positions on closing of the
acceleration fuel delivery valve. An idle switch
20 responsive to idle position of the throttle prevents
opening of the idle solenoid valve except' when the
throttle is in the idle position.
The engine carburetor is arranged such that
no gasoline is delivered for idle operation. Idle
25 needle valves are closed, or eliminated. Transition
slots are sized to be operational only as the throttle
moves from the idle position and supply no fuel when
the throttle is at idle.
//
30 //
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with full power of substitution and revocation, to prosecute this application
41
and to transact all business in the Patent and Trademark Office connected
therewith.
I hereby declare that all statements made herein of my own knowledge
are true and that all statements made on information and belief are believed to
bĞ true; and further that these statements were made with the knowledge that
willful false statements and the like so made are punishable by fine or imprison-
ment, or both, under Section 1001 of Title 18 of the United States Cod-, and that
such willful false statements may jeopardize the validity of the application or
any patent issued thereon.
First iaventor SCOTT VENN ING
Signature
Date Q-~ S ^ ' 4 ^ _
Residence, 617 S. Busse Road, Mt. Prospect, Illinois 60056
Citizenship United States
Address 617 S. Dussc Road
Mt. Prospect, Illinois 60056
Second Joiat^inventor -DENNIS DISCOUNT
Signature [_
Date
f
,., I \~L e ,-r
-------
IN THE UNITED STATES PATENT AND TRADEMARK OFFICE 42
DECLARATION AND POWER OF ATTORNKY
As a below named Inventor; I hereby declare that:
My residence, post office address and citizenship are as stated below
next to my name; that
I verily believe I am the original, first and sole inventor (if only
on* name is listed below) or a Joint Inventor (If plural Inventors are named
below) of the invention entitled:
GASEOUS FUEL DELIVERY SYSTEM
described and claimed in the attached specification; that
I do not know and do not believe that the same was ever known or used
t
in the United States of America before my or our Invention thereof, or patented
or described in any printed publication In any country before my or our invention
thereof or more than one year prior to this application, that the same was not in
public use or on sale in the United States of America more than one year prior to
this application, chat the invention has not been patented or made the subject of
an inventor's certificate issued before the date of this application In any country
foreign to the United States of America on an application filed by me or my legal
representatives or assigns more than twelve months prior to this application,
that I acknowledge my duty to disclose information of which I am aware which is
material to the examination of this appj icatJon, and that no application for
patent or Inventor's certificate u.i this invention has been filed in any country
foreign to the United States of America prior to this application by me or my
legal representatives or assigns, except as follows:
And I hereby appoint Robert V. Jambor, KcglntratIon No. 23,080,
Dorsey L. Baker, Registration No. 24,888, Comer W. Walters, Registration No.
22,370 and Jay C. Taylor, Registration No. 25,799, whose address is Halght,
Hofeldt, Davis & Janbor, 3614 Mid Continental 1'laza, 55 Kast Monroe Street,
Chicago, Illinois 60603, telephone number (Jl?) ^63-2333, my attorneys or agents
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43
c
r
39
92-
95 A'
14
17
81
-10
16
82
80
-90
74 76
42
32
36
28 30 38
92
84HJ
-44
34
38
-------
44
79
42
74 76
44
80
-36
-------
45
20 r24 24
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46
ATTACHMENT ff
Major Components of the VCD Device
1. Description of Metering Unit:
"(Fig- 1) Propane enters metering unit (#20). On idle requirements,
idle vacuum pulloff (connected to ported vacuum) is allowing tapered
needle valve (#21) to be opened, allowing propane to travel thru idle
solenoid '(#2) then into carburetor. At the same time, micro switch
(#27) is electronically closing accel solenoid (#16) and keeping idle
solenoid (#2) open. Entering cruising stage of vehicle, ported
vacuum develops, pulling idle vacuum pulloff closed, in turn, closing
tapered needle valve (#21) idle side. Upon acceleration, accel
vacuum pulloff, losing manifold vacuum, opens tapered needle valve
(#22) accel side, allowing propane to pass thru accel solenoid (#16)
then into carburetor. Meanwhile, micro switch (#27) ' electronically
shuts off idle solenoid (#2) and opens accel solenoids (#16). If
returning to idle mode, manifold vacuum will come up, closing accel
side and ported vacuum will drop, opening idle side. Simultaneously,
(electronically thru micro switch #27) idle solenoid will open and
accel will close.
2. Idle Switch Description:
"(Fig- 6) During moderate acceleration the vacuum may fall to 8" -
4". The vacuum pulloff will start opening at 4" - 6". If the vacuum
does not fall to 4" or below, accel side will not open fully and
activate micro switch. In this condition, idle side and accel side
are slightly open, but since the micro switch only opens and closes
solenoids opposite of each other, the idle solenoid is open and
propane will flow until vacuum falls below 4" and opens accel side
completely, causing micro switch to open accel solenoid and closing
idle side.
"If vacuum was regained instead of falling, it would close both
vacuum pulloffs.
"The idle switch keeps the idle solenoid closed by throttle position,
solving the problem of moderate accelerating conditions not fully
opening accel side.
"The micro switch on the unit is adjustable in location. To raise
switch, propane would flow sooner under accel conditions (opening
solenoid sooner). To lower switch, would delay propane to more
extreme conditions. The lower the switch is located, [the more] the
idle switch becomes a necessity. If the micro switch is lowered, the
vacuum pulloffs can open farther when low vacuum conditions occur
[thereby] not allowing micro switch to be activated."
-------
47
3. Carburetor Modifications:
"(Fig. 4 & 5) Idle circuit must be closed off only allowing a portion
of the' transition slot to be used. Propane inlet can be installed
in carburetor throttle bore, thru manifold or base plate. Idle
switch must be installed and able to be adjusted for near closed
throttle position. Power valve must be eliminated and main jetting
should be made to adjust for leaner conditions."
4. General:
"(Fig. 1) For idle mixture, tapered needle valve (#21) idle side, is
adjustable by threaded shaft and locking nut (#25). Power to unit
is run thru an oil pressure switch so propane cannot flow without
engine running with oil pressure. If engine died and [the] key [is]
left on, oil pressure would drop, cutting off propane to eliminate an
unsafe condition. Micro switch (#27) is adjustable for synchronizing
idle and accel solenoids."
5. Variations of System:
a. System V-l: "Mechanical system, idles on propane, cruises and
accelerates on gasoline.
"Standard carburetor with propane idle circuit only. Carburetor
preparation includes idle switch, transition slot modifications
and propane inlet. Metering device using only idle side. This
system uses standard functions of carburetor except for the
economic advantage of idling only with propane.
"This system uses a switch to activate an electronic solenoid
with reference to throttle location. The solenoid has removable
jets to adjust the volume of propane.
"When the throttle is closed, the switch electronically opens
the solenoid. As the throttle is brought off of the idle
position, the switch closes the solenoid cutting off the propane
and resumes on gasoline like a conventional carburetor.
"This system uses the following items:
Pressure Tank
Shut Off
Safety Switch - Activated by Oil Pressure
Fuel Line
Electronic Solenoid
Jet
Micro Switch
Modified Carburetor
Idle Switch
-------
48
Modified Transition Slots
Propane Entry Tubes"
b. Metering Unit for V-2 and V-3
"This unit will give the same results as original unit but is
greatly simplified. Using adjustable vacuum switches in place
of vacuum pull-offs, the vacuum requirements can be adjusted.
As far as metering propane, moving needles and seats are
replaced with jets and can be changed for desired orifices.
Solenoids control propane flow and are activated electronically
by vacuum switches."
c. System V-2
"Vacuum system, idles on propane, cruises and accelerates on
gasoline.
"This system uses a vacuum switch that is adjustable for vacuum
requirements. This switch is connected to ported vacuum. When
the throttle is closed, there is no vacuum going to the vacuum
switch, so the vacuum switch produces a closed circuit, opening
the electronic solenoid letting propane- into the carburetor. As
the throttle is opened, ported vacuum arrives to the vacuum
switch, opening the circuit, closing the electronic solenoid.
The propane is cut off and the carburetor proceeds to the
conventional gasoline operation.
"The idle switch (micro switch) is used on this system because,
under load, the vacuum drops and will open the solenoid. The
idle switch lets the system be operational only under
near-closed throttle position letting the system operate only
when idling.
"The system using the vacuum rather than a mechanical means is a
more accurate method.
"This system uses the following items:
Pressure Tank
Shut Off
Regulator
Safety Switch - Activated by Oil Pressure
Fuel Line
Adjustable Vacuum Switch
Electronic Solenoid
Jet
Micro Switch
A body with passages on which to mount vacuum
switch and solenoid.
-------
49
Modified Carburetor
Idle Switch
Modified Transition Slots
Propane Entry Tubes"
d. System V-3
"Vacuum system, idles on propane, cruises on gasoline,
accelerates on propane and gasoline.
"This system used the same principle to idle. For acceleration
the power valve in the carburetor is bypassed and a second stage
is added to the system. This requires another vacuum switch and
solenoid.
"The accel side of the system runs off of manifold vacuum. When
the load requirements of the engine become greater and the
vacuum falls to 4", the vacuum switch opens the accel solenoid
which is jetted also, and delivers propane to the already
present gasoline mixture to enrichen the mixture acting as a
power valve. Less fuel can be used this way because the propane
added to the gas mixture has higher octane than a conventional
system.
"This system uses the following items:
Pressure Tank
Shut Off
Regulator
Safety Switch - Activated by Oil Pressure
Fuel Line
2 - Adjustable Vacuum Switches
2 - Electrcitiic Solenoids
2 - Jets
Micro Switch
A body with passages on which to mount vacuum
switches and solenoids.
Modified Carburetor
Idle Switch
Modified Transition Slots
Propane Entry Tubes
Plugged Power Valve and Power Circut"
-------
(5)
50
2- Idle Solinoid
16- Accel Solinoid
20- Propane Inlet
21- Tapered Valve
22- Tapered Valve
23- Seat
24- Propane Supply
25- Locking Nut
26- Spring
27- Micro Switch
28- Vacuum Pulloff
(idle side)
29- Vacuum Pulloff
(accel side)
(idle side)
(accel side)
to Garb
fi* 1
2.0
(V
(NO FIGURE 2 WAS PROVIDED)
-------
51
To P V i
J3A<>£
-------
fltr
o
M
1-
5-
8-
9-
10-
12-
13-
17-
Carb .
Propane Entry Tube
Shut Off
Regulator
Pressure Tank
Metering Unit
Ported Vacuum
Manifold Vacuum
Ui
-------
/-r
1s
27
2.-
3- CğL
i-
e. t ?
c "T A -* C.
- 0
d/P -f
-------
54
T"^ \ UNITED STATES ENVIRONMENTAL PROTECTION AGENCY ATTACHMENT C
T>7 %
...'_'- J ^N|V) -"SOR. MICHIGAN 48105
PĞ0'>''°
November 4, 1982 OFFICE OF
AIR. NOISE AND RADIATION
Mr. Scott J. Venning
617 South Busse Road
Mount Prospect, IL 60056
Dear Mr. Venning:
On Qctobar 13 we received your letter of September 29 in which you
applied for an EPA evaluation of your "VCD Supplemental Gaseous Fuel
Delivery System". Our Engineering Evaluation Group has made a prelimi-
nary review of your application and has determined that it does not meet
the key criteria necessary for an evaluation. Namely, that you do not
claim either a fuel economy or emission benefit for your device.
As stated in the package of documents I sent you, our authority and obli-
gation to evaluate devices is limited to those devices for which either
an emission or fuel economy benefit is claimed. Your application claims
only that the device substitutes propane for gasoline and will not raise
the emissions of a vehicle to levels exceeding the statutory limits.
Therefore, at this time, we cannot further process your application.
The data that you submitted indicated that your device might be able to
reduce fuel costs and save energy. If you feal that these results are
representative of the benefits that would be achieved in a controlled
test of the type described in our package, you could make specific emis-
sion or fuel economy claims based on this data. As an alternative, you
could either conduct the appropriate testing or perform an engineering
analysis and then base the specific claims on this testing or analysis.
Although we cannot now process your application, if you do decide to
test, we will be happy to assist you in developing a test plan that would
also satisfy the requirements for testing at an independent lab. Also,
since several items in your application will require clarification or
additional information when we resume the evaluation process, I will
advise you of thase items shortly so that the- evaluation may proceed
efficiently after the claims issue is satisfactorily resolved. If I can
be of any further assistance, please contact me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
-------
55
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY ATTACHMENT D
ANN ARBOR. MICHIGAN 48105
November 29, 1982 A.H. NO.SE AND RAD.AT.ON
Mr. Scott J. Venning
617 S. Busse Road
Mount Prospect, IL 60056
Dear Mr. Venning:
As promised in my letter of November 4, I am writing to discuss your
application for an EPA evaluation of the "VCD Supplemental Gaseous Fuel
Delivery System."
Our Engineering Evaluation Group has conducted a preliminary review of
your application and has identified several areas besides the emission or
fuel economy issue that appear to require clarification prior to further
processing. Our comments below address each section individually.
1. Section 2a. - Marketing Identification. Your application
identified several versions of the device but did not clearly
define the evaluation status of each. I have listed these
versions and the status that we assume applies to each.
a. "VCD Supplemental Gaseous Fuel Delivery System" - It is a
mechanical system that causes an.engine to idle on propane,
cruise on gasoline, and accelerate on a mixture of propane
and gasoline. Your application applies to this rversion.
This is the version that will be tested and to which the
submitted test data applied.
b. "V-l" - This is a mechanical system that causes the engine
to idle on propane while still cruising and accelerating on
gasoline. This is a simplified version of the device and
is not to be evaluated. The description of this version
was supplied for background purposes only.
c. "V-2" - This is a vacuum system that causes the engine to
idle on propane while still cruising and accelerating on
gasoline. This is also a simplified version of the device
and is not to be evaluated. The description of this
version was supplied for background purposes only.
d. "V-3" - This is a vacuum system that causes an engine to
idle on propane, cruise on gasoline, and accelerate on
propane and gasoline. This version is functionally similar
to the VCD Supplemental Gaseous Fuel Delivery System.
While the application also applies to this version, you do
not plan to test it.
-------
56
2. Section 3b. - Applicability. Your application states that the
system is applicable to all gasoline internal combustion
engines. However, after reviewing the application, it appears
that the system is not applicable to fuel injected engines or
ones with throttle body injection. Therefore, we assume the
device is not applicable to these engines.
Is the device applicable to vehicles using feedback carburetors?
The application identified only one engine family for which the
device actually exists (the 229 CID GM V-6 engine). If you have
developed the system for other engine families, please identify
these combinations.
3. Section 3c. - Theory of Operation. It appears the modifications
to the carburetor have leaned it out by reducing or eliminating
the contributions of the idle circuit and power enrichment
circuits to off idle conditions. Is this the case? Since
vehicles that use feedback carburetors will select a factory
pre-programmed fuel/air ratio, will the device cause the vehicle
to function as you wish when using it on a vehicle which is so
equipped?
4. Section 3d. - Construction and Operation. When accelerating,
the VCD accelerator circuit injects propane whenever the intake
manifold vacuum drops below 4 to 6 inches (Hg). Is the same
setting used for all vehicle/engine combinations, e.g., for 4,
6, and 8 cylinder engines?
For the system described in paragraph la. above, do the
mechanical valves modulate the propane flow or simply turn the
flow from off to full on?
i
5. Section 3e. - Specific Claims. As I noted in my letter of
November 4, this evaluation process only applies to devices
which claim either an emissions or fuel economy benefit. No
such benefit was claimed in the application.
6. Section 3f. - Cost and Marketing. What is the cost of the
device including all parts necessary for installation? How is
the device to be marketed? Has the device completed
development? Is the device now produced and marketed?
7. Section 4a. - Installation. The application only summarizes
this critical area.
a. The procedures and setpoints for adjusting the propane flow
and micro switches were not given. Please describe.
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57
b. The safety of the installation is crucial. In lieu of
detailed instructions, a statement of the applicable
industry standards and practices that are adhered to in
installing the system is necessary.
c. What is the typical total time required for installation
and checkout of the device?
8. Section 4b. - Operation. The modifications to the carburetor
greatly reduce the amount of gasoline available for starting.
Since propane is only provided after the engine is cranking,
some details on starting are needed.
a. At what oil pressure does the propane safety switch allow
propane to flow?
b. How many seconds after the start of cranking does the
typical vehicle reach this oil pressure and thus allow
propane to flow?
c. Does this time delay for propane flow remain constant for
all ambient temperatues?
d. Are there any cold starting problems related to this system?
e. At what ambient temperatures has the system been
successfully started?
9. Section 4c. - Safety. What industry safety standards does the
system meet?
10. Section 5b. - Regulated Emissions and Fuel Economy. No
description of the test methods or procedures was given. I
presume these were either city or highway road tests. While
such tests are useful in the preliminary evaluation of a device
when sufficient details are provided, a strictly controlled test
of the type described in the package we sent you previously is
required to most accurately assess the worth of a product.
Assuming you are able to satisfactorily resolve the problem of fuel
economy or emission benefits, it will be necessary for you to undertake
testing at an independent laboratory. In order to efficiently assist
you, I will need your timely reply. Please respond by December 17. If I
can be of any further assistance, please call me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
-------
ycj)
^ 58
VCD FUEL SYSTEMS _
617 S. BUSSE ROAD MT. PROSPECT, IL 60056 (312) 593-2184
ATTACHMENT E
November 29, 1982
Merrill W. Korth
EPA
Motor Vehicle Emission Laboratory
2565 Plymouth Rd
Ann Arbor, Mi 48105
Dear Mr. Korth;
Pertaining to the APPLICATION FOR EVALUATION OF A FUEL
ECONOMY RETROFIT DEVICE UNDER SECTION 511 OF THE ENERGY
POLICY AND CONSERVATION ACT format dated September 29, 1982,
I am sending an amended section.
DESCRIPTION OF DEVICE:
A. Purpose of the device ;this system is to save
f"uel and money. Through testing we have established
that idling with propane is more economical than
gasoline and cruising with gasoline is more economical
than propane. With the combination of idling on
propane and cruising with gasoline, we have arrived
with a considerable savings of fuel and money.
Up until now, all propane converted vehicles used only
propane and had no fuel or money savings, only
availability to an alternative fuel when gasoline
is unavailable or in shortage. Using propane only
has the disadvantage of a 20% power loss.
The VCD System also accelerates on gasoline and
propane. Together, this anables you a leaner power
circuit because the slight amount of propane used
helps as does octane in fuel. We have included test
results that we have performed. We feel that this
system will be benificial to the energy problem and
save the public money.
SCOTT VENNING
SV:d
Encl.
-------
59
Test Results (Regulated Emissions and Fuel Economy);
Test #1 1980 Monte Carlo
V6 229 C.I.
Air Conditioning
Automatic transmission
With VCD System - 100 Mile Tests
Test-A
Test-B
Test-C
Comparison:
22.8 MPG
2.29 Lbs Propane
24.0 MPG
2.35 Lbs Propane
23.4 MPG
2.4 Lbs Propane
Stock Form
16.5 MPG
6.06 Gal. Gasoline
$7.63 Gasoline Cost
$7.63
6.04
$1.59 = 20.7%
Stock Form:
16.5 MPG
Air conditioning on
$1.26 Gasoline per gal.
.25 Propane per Ib.
VCD System
22.8 MPG
4.38 Gal. Gasoline
$5.47 Gasoline Cost
.57 Propane Cost
$6.04 Total Cost
-------
(11)
60
Test #2 1980 Malibu
V6 229 C.I.
Air Conditioning
Automatic transmission
With VCD System - 100 Mile Tests
Test-A 23.3 MPG
3.29 Lbs Propane
Test-B 23.3 MPG
2.98 Lbs Propane
Test-C 23.6 MPG
3.8 Lbs Propane
Comparison:
Stock Form
16.2 MPG
6.17 Gal. Gasoline
$7.77 Gasoline Cost
$7.77
6.22
$1.55 = 20%
Stock Form:
16.2 MPG
Air conditioning
on
$1.26 Gasoline per gal
.25 Propane per Ib.
VCD System
23.3 MPG
4.29 Gal. Gasoline
$5.40 Gasoline Cost
.82 Propane Cost
$6.22 Total Cost
Test #3 1980 Malibu
V6 229 C.I.
Air Conditioning
Automatic transmission
With VCD System - 100 Mile Tests
Test-A 24.8 MPG
3.2 Lbs Propane
Test-B 23.6 MPG
3.0 Lbs Propane
Test-C 25.1 MPG
3.1 Lbs Propane
Comparison:
Stock Form
17.9 MPG
5.58 Gal. Gasoline
$7.03 Gasoline Cost
$7.03
5.87
$1.16 = 16.5%
Stock Form:
17.9 MPG
Air conditioning
on
$1.26 Gasoline per gal
.25 Propane per Ib.
VCD System
24.8 MPG
4.03 Gal. Gasoline
$5.07 Gasoline Cost
.80 Propa-ne Cost
$5.87 Total Cost
-------
(12)
61
Test #4 (Same car as in Test #3)
1980 Malibu
V6 229 C.I.
Air Conditioning
Automatic transmission
IDLING ONLY TEST: (400 RPM In Gear - Air Conditioning On)
Test-A
\l <(
Stock 3!i.5
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62
VARIATIONS OF SYSTEM:
Standard carburetor with propane idle circuit only.
Carburetor preparation includes idle switch, transition
slot modifications and propane inlet. Metering device
using only idle side. This system uses standard functions
of carburetor except for the economic advantage of idling
only with propane.
METERING UNIT: V-2 and V-3
This unit will give the same results as original unit but
is greatly simplified. Using adjustable vacuum switches in
place of vacuum pull-offs the vacuum requirements can be
adjusted. As far as metering propane, moving needles and
seats are replaced withjjjets that can be changed for desired
orifices. Solinoids control propane flow and are activated
electronically by vacuum switches.
-------
,
VCD FUEL SYSTEMS
617 S. BUSSE ROAD MT. PROSPECT. IL 60056 (312) 593-2184 ATTACHMENT F
December 12, 1982
Merrill W. Korth
EPA
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Mi 48105
Dear Mr. Korth;
Pertaining to your letter dated November 29th, I hope the
following answers will resolve any questions that had
developed.
1. Section 2A - I plan to test only the VCD Supplemental
Gaseous Fuel Delivery System. The other systems
are variations and were included as background
information only.
V-3 and a system with only the idling on propane
modification utilized are to have further testing
in the future
2. Section 3B - Applicability. This system will not be
applicable to fuel injected engines. We feel if this
system proves to be as economical as believed, engines
that are fuel injected could be converted or a system
using this theory could be developed.
(Feedback carburetor) If you are referring to a
feedback carburetor as a system using a computer
tied into the carburetor, as in 1981 and later GM
engines, we feel the VCD system could be adapted but
testing would be necessary.
The VCD System we tested was used on various 229 CID
GM V-6 engines. Some testing was performed on 350 CID
CHEV V-8 4 BBL carb engines. We also started
developing a system for Ford 351-M engines, We would
like to test with the GM V-6 229 as all of our testing
and research has been directed to these engines.
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64
(2)
3. Section 3C - Theory of Operation. The idle circuit has
been converted to propane only. Power enrichment has been
accomplished by the addition of propane and not additional
gasoline. With the VCD Propane System in a standard
carburetor, the main jetting can be leaned without
experiencing any lean driving conditions. Leaning the
main jetting is not necessary in this system but will
further fuel economy.
Using a feedback computer carburetor, we feel that the main
jetting will have to remain the same but the most
significant savings will come in the idling only on
propane and accelerating on both propane and gasoline.
Setting up the system this way, the fuel/air ratio
can remain the same but using different fuels that prove
more economical at specific times.
4. Section 3D - Construction and Operation. As far as
injecting of propane under acceleration, we have had this
system on Chev 350 CID V-8 4BBL engines and found the
vaccuum requirements the same as in other installations.
By adjusting the micro switch, connected to the accel side,
you can speed up or delay propane for under load
requirements. (see detailed explaination in format Pg 3
last para).
The mechanical valves do not modulate. They move to fixed
positions. In the V-3 system, they are simplified by
using only removable jets.
5. Section 3E - Specific Claims. A letter was sent to you dated
November 29th, 1982 referring to this matter.
6. Section 3F - Cost and Marketing. The cost of this system
at this point is approximately $700.00 - 900.00.
This device is to be marketed to manufactures of motor
vehicals and possibly to large fleets. The VCD
Supplemental Gaseous Fuel Delivery System has completed
development. The V-3 and a system using only the idling
on propane modification are still under development.
We have only prototypes produced at this time. This is why
we need to have our system evaluation by the EPA. This
will put us in a position to continue to develop our
later systems including V-3 system and idling on propane
only modification system, adapting and testing on
'computer feedback carburetor engines.
7. Section 4A - Installation. This system is not intended
for the public to purchase and install themselves. It is
to be used by auto manufactures and large fleets. This will
enable us to work specifically with the type of vehicle
and with the personnel installing the systems.
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65
3)
A. Propane flow (idle side) is accomplished by
synchronizing the valve in unit, allowing propane to
flow and the throttle butterfly opening in carburetor.
To adjust idle, the idle stop adjusting screw is used
to open butterfly and the propane valve is adjusted to
achieve proper idle speed. By adjusting both, you will
have a smooth idle at any desired speed. On a
conventional carburetor, the idle circuit is included
in the carburetor and adjusting the idle stop screw,
opening or closing the butterfly, the carburetor will
automatically allow more fuel to enter to maintain
the proper air fuel mixture. With the VCD System, the
propane flow and the butterfly work independently so the
butterfly opening is compensated by the propane flow on
the valve in the device.
Propane flow (accel side) is adjusted to obtain a smooth
transition to the power circuit from cruising mode by
opening and closing accel valve. The micro switch on
the accel side will also allow fine adjustment to when
the valve starts to open by the vaccuum situation.
(note format, page 3 last para.).
B. This system is safe to work with and is .to be reg-arded
to as you would working with a gasoline only system.
All fittings and hoses must be checked for leaks. The
pressure must be maintained at 1% - 2 Ibs. The
propane tank,as in our installation, is under pressure
but is being used in many vehicles safely and
effectively today.
C. Having a modified (will be on exchange basis or produced
with modifications for original equipment). The system
can be installed by trained personnel in approx. 1^ hours
with allowing for adjusting and check out time.
8. Section 4B - Operation. Starting is no problem and is like
starting with a conventional carburetor. The accelerator pump
is still used and will allow plenty of fuel as the accelerator
is pumped for starting.
A. Propane will flow at 51bs. oil pressure. Switches are
available with adjustable settings if any problem
would arrive in the future or with a perticular
installation.
B. The accelerater pump will allow fuel for starting and when
you are out of the idle postion the engine will run
normally on gasoline.As the throddle is released , after
a few seconds, oil pressure will be up and then will allow
propane to flow for idling.
-------
(4) 66
C. The propane flow seems to be constant through all
temperatures. In severe cold the oil pressure comes
up slower but the engine will run above idle at any
time (with or without oil pressure) allowing the
extra few seconds to get oil pressure needed in severe
cold.
D. We have not experienced any cold starting problems.
E. This system has been tested in Chicago over a 2 year
period. Temperatures experienced and had success in
starting and complete operation.
90 - 95 degrees, 40 - 80, 10 - 30 degrees.
9. Section 4C Safety. I am not sure as to exactly what
.standards met. This system is simpler to operate than
only propane conversions and all propane flowing after
the tank regulator is under 2 Ibs. The carburetor
modifications leave the carburetor no less safe or
dependable than in its conventional form.
10. Section 5-B - Regulated Emissions and Fuel Economy.
The testing we have accomplished have been mostly city
driving or a combination of city and highway. To be sure
of accuracy, we would install a special 5 gallon tank in the
vehicle that is designed to use all fuel at any angle the
vehicle is driving at and would carry 2 propane tanks.
To start a test, we would measure a desired amount of gasoline
and then fill the tank with it and record the amount and
mileage. The propane tank would be weighed on a large scale
breaking the measurements down to grams and recorded also.
At this point we would start the test. Driving would
continue until the vehicle would run out of gasoline. The
mileage was recorded and the propane tank was switched with
the other then we would return to the shop. The propane
tank was weighed and we would review our figures.
If there are any questions that I have not satisfactorily
answered,please contact me and I will resolve them immediately.
S incerely,
SCOTT YENNING
SV:d
-------
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICHIGAN 48105
A,.,-,,
ATTACHMENT G
OFFICE OF
AIR, NOISE AND RADIATION
December 15, 1982
Mr. Scott J. Venning
617 S. Busse Road
Mount Prospect, IL 60056
Dear Mr. Venning:
We received your letter of November 29. I am writing to confirm our
understanding of the information supplied and claims made for the device
and to discuss an appropriate plan for testing.
We are still unsure whether the model tested was a VCD or a V-3 but the
test data are to apply to both. The claims for the efficiency of the
device are based on these test data and are representative of the typical
benefits achieved. You claim the device will: " '
1. Reduce the cost of fuel and the use of energy by 30% while
idling,
2. Reduce, the cost of fuel and the use of energy by between 14 and
23% in normal vehicle operation, and
3. Achieve these savings without a loss of power.
We also understand that the vehicle operates only on gasoline while
cruising.
It appears that you are now ready to undertake testing at an independent
laboratory. I have enclosed a copy of the basic test plan for 511 evalu-
ations and a description of the test cycles. Since it is clear the
device will affect emissions and fuel economy, the testing should include
the complete Federal Test Procedure. However, either cold .start or hot
start testing would be acceptable to us. Test Plan A (no parameter
adjustments required and no mileage accumulation required) is appropriate
for your device. You may use the Test Sequence Code that you feel is
most appropriate. Two vehicles will need to be tested.
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68
By January 22, please let us know the test sequence you select, the
laboratory you have selected, and the scheduled dates for your testing.
Also, we are still awaiting your formal reply to our letter of November
29. The information requested in that letter is needed for our evalua-
tion of your device. If you have any questions or require further infor-
mation, please contact me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
Enclosure
cc: VCD File
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VCi!) FUEL SYSTEMS 'r' ' ''' - 69
617 S. BUSSE ROAD MT. PROSPECT, IL 60056 (312) 593-2184 ATTACHMENT H
February 22, 1983
Merrill W. Korth
EPA
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Mi 48105
Dear Mr. Korth;
As per our phone conversation 2/22/83 I have sent you an
estimate from EG&G Automotive Research, Inc.
I have also contacted Olson Engineering, and have been promised
an estimate to be sent out by 2/24/83. One problem has come up
at Olson Engineering, that until now I was not aware of.
Jim Buxton at Olson seems to think that 1980 GM 229 V6 is not
avalible in California. Could you please answer this question
for me.
Olson Engineering is sending me a three part estimate:
1) VCD locates car with 229 V6
2) Olson Engineering locates 229 V6 vehicle out
of state.
3) Use Buick 231 V6 (not acceptable for test)
I am also contacting a few other labs that may be more convenient
I will keep you posted on my progress and will forward the Olson
Engineering estimate.
Scott Venning
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VCb FUEL SYSTEMS
70
617 S. BUSSE ROAD MT. PROSPECT, IL 60056 (312) 593-2184 ATTACHMENT I
February 28, 1983
Merrill W. Korth
EPA
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Mi. 48105
Dear Mr. Korth;
Enclosed is an estimate from Olson Engineering Inc. Would
you please review this and let me know if this estimate
meets your requirements.
I have also contacted the following and waiting for a reply
Automotive Testing Laboratory
P.O. Box 289
East Liberty, Ohio 43319 (Myron Gallogly)
Ethyl Corporation
1600 West Eight Mile Road
Ferndale MI 48220 (Bill Brown)
I will be out of town 3/7/83 - 3/14/83 and will contact
you when I return.I should have a reply from these labs
at that time.
Sincerely ,
SCOTT YENNING
VCD FUEL SYSTEMS
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71
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY ' ATTACHMENT J
ANN ARBOR.- MICHIGAN 48105
OFFICE OF
AIR. NOISE AND RADIATION
March 16, 1983
Mr. Scott J. Venning
617 S. Busse Road
Mount Prospect, IL 60056
Dear Mr. Venning:
We received your letters of February 15 and 28 which requested our
comments on the two test plans enclosed. I am writing to confirm our
recent telephone conversation and to comment on these letters.
As I explained during our telephone conversation of March 1, the
quotation from EG&G indicated that they only intended to perform a total
of four LA-4s and four HFETs. However, we require duplicate test
sequences, both before and after installation of the device, on a minimum
of two vehicles. For a device for which both urban and highway benefits
are claimed, the test sequence consists of a cold start FTP plus an HFET
(or as a simplified alternative, a hot start LA-4 plus a HFET). Thus
eight FTPs and eight HFETs are required. You planned to clarify this
quote with EG&G. Please let us know the status of the test plan with
this lab.
Your February 28 letter asked for our comments on the test plan from
Olson Engineering. It appears adequate and provides the necessary number
of tests. You also asked if the 1980 GM 229 CID engine was available in
California. I thought it was not. I have checked further and it appears
this engine is unavailable in California, at least through 1982.
You also stated that you were requesting quotes from Automotive Testing
Laboratories and Ethyl Corporation. Please forward these test plans as
soon as possible. Also, try to make your lab selection soon so that the
testing can be completed by May 15. As a result of a recent ruling, we
will have to start charging applicants for the testing performed by EPA.
We are now in the process of implementing this directive but anticipate
that those devices well along in the evaluation process will be exempt.
In any case, it is in your interest to complete the testing as soon as
possible.
By March 31, please . let met know the test laboratory you have selected
and the scheduled dates of your testing. If you have any. questions or
require further information, please contact me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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l/C
VCD FUEL SYSTEMS
72
617 S. BUSSE ROAD MT. PROSPECT, IL 60056 (312) 593-2184
ATTACHMENT K
March 18, 1983
Merrill W. Korth
EPA
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Mi. 48105
Dear Mr. Korth;
After looking over all four estimates, inclosed are estimates
from Automotive Testing Laboratories, Inc. and Ethyl Corporation,
I would like to test with;
Automotive Testing Laboratories Inc.
P.O. Box 289
East Liberty, Ohio 43319
There estimate looks fairly brief, but seems to contain all
of the necessary steps.
Would you please check over there estimate and please advise
me. The price is inline with the others and they are one of
the closer labs.
Ethyl Corporations estimate is very confusing on steps:
1. Locate two vehicles - $1050
3., 4. Baseline tests not included.
I am also concerned with the additonal fee possibly required
by EPA. We are very far along with our project and are tring
to complete it as soon as possible.
Sincerely,
Scott Venning - VCD
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UNITED STATES ENVIRONMENTAL PROTECTION AGENCY 73
ANN ARBOR. MICHIGAN 48105 ATTACHMENT L
April 6, 1983 OFFICE OF
AIR. NOISE AND RADIATION
Mr. Scott J. Vanning
617 S. Busse Road
Mount Prospect, IL 60056
Dear Mr. Venning :
We received your letter of March 18 which asked for our comment on the
enclosed test plans and your proposed choice of labs.
Both ATL and Ethyl indicated that they would perform test plan/sequence
A-l. This plan/sequence includes duplicate baseline and device tests
using both a hot LA-4 and a HFET. Ethyl's proposal should provide the
required testing on both vehicles. The ATL quote states "... running two
(2) back to back baseline tests and two (2) back to back tests with your
system installed." would be clearer if it continued with "... on each of
the two test vehicles". You should check with ATL to ensure that their
quote is for duplicate baseline and 'device tests on each of two
vehicles. Alsp, ATL's proposal does not indicate that installation is
included although this can be inferred from the narrative description of
the sequence.
I can understand your concern about the possibility of being charged for
subsequent EPA testing. As I previously stated, we anticipate those
devices well along in the evaluation process will be exempt from these
charges. However, in making any economic decisions you should consider
the possibility of having to pay for testing at the EPA laboratory. In
any case, it is in your interest to complete the testing as soon as
possible.
By April 20, please let me know the scheduled dates of your testing and
the test lab (presently ATL). If you have any questions or require
further information, please contact me at (313) 668-4299.
Sincerely,
uj
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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74
UNITED STATES ENVIRONMENTAL PROTECTION AGENCY
ANN ARBOR. MICH.GAN 48,05 ATTACHMENT M~
OFFICE OF
July 11 1983 AIR- NOISE AND RADIATION
Mr. Scott J. Vanning
617 S. Busse Road
Mount Prospect, IL 60056
Dear Mr. Venning:
This letter is to inform you of our intended course of action with
respect to our evaluation of the "VCD" device.
As you know, we need test data which support the claims for the device.
Based on our previous conversations and correspondence, we anticipated
that the testing of the device would have been completed by now.
However, it is now apparent that you are still in the process of
developing your device and are presently unable to perform the necessary
testing.
Because of the need to complete the evaluation in a timely manner, we are
preparing our evaluation using the information currently available. We
will consider the results of any further testing if we receive the data
before the evaluation process is complete.
A notice in the Federal Register will summarize our findings and announce
the availability of the final report. You will be sent a draft of both
the report and the notice prior to their release. Ultimately, VCD will
be added to our list as a device which has been evaluated. This list is
distributed to interested parties; upon request.
If you should decide to have the device evaluated in the future, a new
application will be required. I will be glad to work with you at that
time. If you have any questions regarding our course of action, please
contact me at (313) 668-4299.
Sincerely,
Merrill W. Korth
Device Evaluation Coordinator
Test and Evaluation Branch
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i 'FUEL SYSTEMS ' .- 75
617 S. BUSSE ROAD MT. PROSPECT, IL 60056 (312) 593-2184 ATTACHMENT N
July 7, 1983
Merrill W. Korth
EPA
Motor Vehicle Emission Laboratory
2565 Plymouth Road
Ann Arbor, Mi 48105
Dear Mr. Korth;
Inclosed is the report from ATL. In the first test we
had a stalling problem at off idle acceleration which
we did not experience in normal driving. We felt that
the additional load from the dyno might have made this
problem apparent.
The vehicle #3387 stalled six times during the city
portion of the testing. We would experience a stall
after a complete stop and would hit a lean spot at
off idle acceleration.
The results of vehicle #3387 in the city portion
were as follows:
CT 19.054
CS 18.428 Baseline
CT 21.070
CS 23.985 Device
At this point we felt the stalling problem had to be
corrected or the testing would be,,;useless .
On the second vehicle #6362 we tr|i,'ed to richen the propane
at idle to cover up the lean spot,"but after running the
vehicle we realised after two stalls the aditional propane
was not helping and the driver started accelerating harder
to get by the lean spot.
On the second test we used way to much propane at idle
and realised when the testing started that it would not be
favorable, because even if the gas mileage was high it was
using to much propane.
The resuts of vehicle #6362 in the city portion were as
follows;
CT 20.055
CS 19.265 Baseline
CT 23.835
CS 28.646 Device
I feel that we can work out the off idle stall and also
still use less propane than in the first tests. WE are
working on the project and are intending to go back to
ATL for further testing.
Sincerely,
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