|
ALF Vaporizer
Inventor Alan L Francoeur
This document is published with full
permission of Alan Francoeur
|
These writings contain information on
several types of fuel systems that I developed, tested, and
improved upon starting back in 1980-81 to the time of this
writing. Though I have learned many interesting results
with the unit described in this report, it is considered a
complex system, and there are still factors to be solved in
building this system for reliable consistent use. The
information that I have offered in this book are my opinions
based on the results of my vaporizer system, and your opinions
may vary based on the results of your own vapor system. You
can consider this information and weigh it for your self. I
do hope you find it of value and useful in your quest to becoming
energy independent, and inspires you to actively pursue the
truth, and empowers you do everything possible to realizing the
dream made reality.
I would like to introduce to you a system
and means to convert liquid petroleum fuels into a steady stream
of high density dry vapour. The concept that I have
employed allows for the continual production of dry vapor fuel
that is capable of running an internal combustion engine. It
also recycles the un-evaporated waste liquid fuels with an
overflow return line that is connected to a fuel pump. Fine
droplets of fuel that would have other wise been aspirated
through the engine and burnt in a catalytic converter is
recycled, cooled, and returned to the fuel tank. One
feature of this vaporizer system is that it removes the liquid
fuel droplets and mixes dry vapour fuel into the jet stream,
which makes it possible for our automobiles to run as clean as a
natural gas powered engines.
I always enjoy inventing, experimenting, and
fabricating things together to see how well I could make my ideas
work, and as a result of hard work and dedication this is the
latest version of my vaporizer design. During the two
summers of 1980 and 1981, I had a strong fascination to improve
the fuel economy of my vehicles because they had poor fuel
mileage, and produced dirty exhaust gas. So I went to
work intrigued with ideas and fabricated many components with all
the materials, experimenting, testing, and refining the concept
into my present vaporizer design. I incorporated a totally
enclosed efficient heat exchanger unit that gets it heated medium
pumped and circulated from the engine, the heat is then
transferred to the inner chamber where vaporization takes place.
This vaporizer is a system that redirects a
portion of the engine heat into the vaporizer unit. It then
uses the heat from an internal combustion engine to vaporize
liquid gasoline into high-density dry vapor. When the
vapour fuel reaches an optimum density, the engine will burn this
efficiently as if it would burn natural gas, or propane. This
opens the possibility for the dry vapour fuel to be metered, and
controlled, and introduced into the engine by similar means as
natural gas, or propane powered vehicles.
As a result, many of the components such as
the venturys, vapor lines, stainless steel fittings and fuel
lines, O2 censors and controllers, and 2000psi stainless steel
pipe, and more. All these materials are utilized to insure
the safe operation and efficient performance for the production
if a high density vapor fuel on engine demand. The intended
goal with this project is to improve the fuel economy and reduce
the pollution emissions on the internal combustion engine.
I must express the importance of safety with
the vaporizers that I have invented. The author has spared
no expense in using the highest quality certified materials, and
all other components, to insure the highest standards for safety
and durability are applied.
The author has no control of workmanship of
others attempting to construct my vaporizers. Therefore,
the responsibility of quality and workmanship, and hazards, is on
the builder. If you build your own vaporizers different
than what I describe in this writings, your results may vary
accordingly. Anyone attempting to build any vapour systems
such as I described in this writing, must do so with care and
caution, and insure safety is front and foremost at all points of
construction.
Back in 1980-81, the materials that I used
to construct my earlier generation experimental test vaporizers
were, brass fittings, copper tubing, heater hose, various sizes
of tin cans, aluminum, electric fuel pumps, wool, etc. I
also constructed ventures using air pumps to push the vapor into
the engine where it mixed with the in rushing air as it was
running. After I constructed the copper coil tube pipes,
and fabricated all the brass and tin components, I used pipe
solder and welded it all together, and my first test vaporizers
were realized. As proof of concept devices, I installed the
system on a 1975 4X4 Blazer Chevrolet with a 402 cid engine, this
is the vehicle I owned and used at the time.
Being that my vaporizers were inexpensive to fabricate, I then constructed and tested several more versions and implementing as many improvements as I could to improve the
effect. I focused mainly on improving
my ideas to enhance the vaporization of liquid fuels, and the
means to control the flow, and the density, and the mixtures of
the air to vapour fuel ratios.
Stainless steel is now the choice material
for the construction of all my vaporizers described in this
report, this insures the safe operation of the vaporizers in a
total enclosed self contained unit. All my vaporizers are
constructed with 100% non-corrosive stainless steel 2000psi 1/8
thick pipe grade materials, and high quality stainless steel
tubing. They are professionally tig welded together, and
have no moving parts and it will never wear out, shown in fig
1, and 2.
|
|
The vehicles that I used for the testing of
the vaporizers is a GMC crewcab 1 ton truck 4x4 dually with a 454
cid engine, and the other test car is a 1973 FORD Station wagon
with a 400 cid engine. The engines of these vehicles are
shown in fig 3 and 4.
 |
|
||
Fig 3 |
In this vaporizer system that I have
designed, there is a small air filter that has
a hose connection to an air inlet pipe
leading into the gas tank, there is also a one way check valve
mounted in between the small air filter and the gas tank, this
insures that there is no outward flow of gasoline. This air
filter is for the purpose of filtering the in rushing air into
the inlet of this fuel vapour system. There is mounted
another stainless steel vapour line that is connected to the fuel
tank, and runs all the way along the under frame of the vehicle,
and goes up to the engine compartment where it enters the bottom
of the vaporizer.
At this point, the vapour is collected and
delivered the from the gasoline tank and plumbed into the filtered
air inlet on the bottom of the vaporizer. Test has
shown that the density of the vapour fuel from the gasoline tank
alone, is enough to run a big block 454 cid engine at up to 1500
rpm. The density of this incoming vapouur charged is
greatly multiplied when the incoming vapour charge bubbles
through the pool of liquid gas that maintained inside the bottom
of the vaporizer. Check (Filtered Air Inlet) in the diagram
I provided.
There are two fuel pumps in the circuit, a
primary and a secondary, as shown in fig 5. The
primary fuel pump delivers the fuel into and through cold start
injection nozzle that is mounted on the bottom outside of the
vaporizer, this is where it makes a fine mist spray pattern that
is directed up inside the heated interior of the vaporizer.
The secondary fuel pump removes and recycles
the un-evaporated over flow gasoline, and cools while it is being
pumped back into the gas tank. A pool of gas about 1 1/2
inches deep is maintained inside the bottom of the vaporizer,
this is the location where the vapor density that has been
delivered from the gas tank is multiplied.
|
Heated exhaust from the engine, and or hot
engine coolant is tapped, and circulated into the inlet
and outlet of the isolated heating chambers of the
vaporizer. Heated medium from the engine (such as hot
coolant or hot exhaust) is circulated through the isolated flow
chambers, and the outer chamber has no flow connection into the
isolated fuel vapor chamber. The outlet of the hot exhaust
gas or hot coolant is plumbed back to the engine again.
I constructed this vaporizer system to work
as a heat exchanger that redirects and delivers heat from the
engine to the vaporizer, and back to the engine again. The heat
is then transferred to heat the liquid fuel that is pumped
through the cold start injector nozzle, the heated liquid fuel is
then inside the isolated fuel vapour chamber. The heated
dry vapour fuel is then continually drawn up and through a multi
layered screen stack, and out of the top of the vaporizer with
the use of the engine manifold vacuum pressure. The screen
process filters the liquid gasoline droplets that are floating
around inside of the vapour chamber, and collects it at the
bottom of the vaporizer as the dry vapour fuel is delivered to
the engine.
Now we have an isolated inner vapour chamber that is heated from the engine. The gasoline that is sprayed out of the injector nozzle is mixed with the vapour fuel that has been pumped from the gas tank.
The fuel is then vaporized into a very heavy
vapour density inside the upper portions of the vaporizer. The
heavy vapour fuel density under manifold vacuum is drawn up
through multi layers of 100 mesh stainless steel screens, and
wool. This multi layered screen system effectively removes
all fine liquid droplets that are floating around inside the
vapour chamber, it also functions as an effective safety flame
arrestor as shown in upper right of fig 1.
A ventury plate (to create the vacuum) is
mounted on and with the air intake system, this is where the dry
heavy vapour fuel density is drawn in (or pushed) and metered,
and is mixed with the in rushing air, shown in fig 6, 7. The
engine then burns this high density vapour fuel as if it were
propane or natural gas. Many components from propane
powered vehicles can be adapted and used in many areas of my
vapour system. Such as all the gas lines, vapour lines,
hose connections, ventury, O2 sensors and controllers to
automatically control the vapour fuel to air ratios.
|
|
This vapour system will run lean if the
inlet valves are closed too much, and it will also run very rich
mixtures if the inlet valves are open too much. The purpose
of the O2 sensor and controller chip is to control the air to
vapour fuel mixtures. The O2 controller unit that works
with a fast reacting dry vapour valve, cuts back some of the
vapour fuel so it will not run to rich. And when the O2
censor controller unit senses a lean mixture, it opens the fast
acting vapor inlet valve to allow more vapour to flow in the
mixture, thus keeping the air fuel ratios as optimum as possible.
Here is a list of materials that are needed
to construct one of my vaporizer systems, some components may
vary depending on what changes you make.
List of materials
1)
Small air filter, one with a 1" inside diameter and approx.
3" high.
2)
1/8" 304 stainless steel plate, 20"by 20" square,
non-corrosive.
3)
One each, 100 and 200-mesh stainless steel screen 20" by
20" square, non-corrosive type.
4)
Two 7-psi minimum electric fuel pumps for the injector nozzle.
5)
12" long stainless steel pipe, 4.5" outside diameter,
2000-psi pipe, 1/8" wall
thickness.
6)
4" long, 2 3/8" diameter stainless steel pipe,
1/8" wall thickness.
7)
12" long
stainless steel pipe, 3.5" outside diameter, 2000-psi pipe,
1/8 " wall thickness.
8)
10" by 10", 1/4" thick, stainless steel plate.
9)
10" by 10" square, 1/2" thick stainless steel
plate.
10)
6" long, 1 5/8" diameter stainless pipe, wall thickness
1/8" or less.
11)
Electronic feed back control dry vapor valve with O2 sensor, (#
note this is optional).
12)
Propane vapor hose or stainless steel line, 1" diameter,
enough to reach from gas tank to engine compartment.
13)
12 volt, 3 terminal solenoid, and two 15 amp toggle switches.
14)
Spools of electric wire #14 gauge, black, red, green, yellow.
15)
Silicone pipe sealant, or tape pipe sealant, to prevent leaks in
the threaded connections.
16)
Machine fasteners, 1/4" thread, 1/2" thread length, box
of 30.
17)
1/2" long machine fasteners, 1/8" thread or a little
larger, longer fastener can be cut.
18)
Volkswagen Rabbit Cold start injector nozzle, or similar
stainless steel type.
19)
Several sizes (threaded inside) stainless fittings for
plumbing of inner chambers.
20)
1/2" diameter stainless tubing (# note -not pipe) for hot
coolant version, 30" long.
21)
3/4" diameter stainless tubing (# note - not pipe) for hot
exhaust version, 30" long.
22)
Several sizes outside threaded brass fittings for plumbing of
lines.
23)
25" long stainless tubing (# note - not pipe), approx.
minimum 3/4" inside diameter.
24)
25" long stainless tubing (# note - not pipe), 11/2"
diameter.
25)
Coarse stainless steel wool, same type used in mist separators.
26)
2 -Y shape line connections
for redirecting the engine coolant fluid.
27)
Several sizes of nylon tie binding straps.
28)
10' heater hose, if hot rad coolant option us used.
29)
Several sizes of stainless steel clamps, 16 total (no weaker
steel ones).
30)
Several flat rolled iron bars, 3/4" wide & 1/8"
thick, for mounting of vaporizer, etc.
31)
Nuts & bolts, 1/4" thread, several sizes less than
1" long with washers & lock washers.
32)
Dual fuel tank switch, type with no return line.
33)
Ventury carburetor with valve & linkage not purchased until
engine type is known.
34)
2 lbs of sand for pipe bending, this prevents collapsing of the
coil tube.
35) Some materials will be left over when the vaporizer is fully constructed.
A stainless steel flow coil is shown
Top view of vaporizer
during assembly
of vaporizer in fig 8.
after completion of tig welding in fig 9.
|
|
||
The vaporizer in fig 10, & 11,
has a different experimental bottom pool chamber bolted in place
during testing and refining stage.
|
|
||
When I was testing the operation of the
vaporizer in cold weather, I noticed a decrease in the density of
the vapour that was getting to the engine. I found that due
to the cooler air temperatures the vapour would tend to change
phase back to a liquid, which caused the density of the vapour to
drop. While running the Ford 400cid motor in cooler
temperatures, and using propane vapour hose to deliver the dry
vapour fuel from the vaporizer to the engine, the problem
was more noticeable. See fig 5.
I solved this problem by shaping stainless
steel pipes that are mounted within pipes, the ends are then tig
welded with stainless threaded pipe connections, shown in fig
12. This made for a longer heat exchanger unit with two
isolated chambers, one inner and outer. Hot fluid medium
from the engine is circulated through the outer chamber, similar
to heating of the vaporizer. The cooling vapour problem was
solved using this heat exchanger pipe which prevented the vapour
from cooling, and allowed the vaporizer to perform better in
cooler weather. My testing have shown that in order
for the system to run with greater efficiency, the temperature of
the heated vapour must be maintained on route to the air intake
system as soon as the vapour fuel is produced, fig 12.
|
Looking at the many possibilities of a
vapour system like this and being creative, the technology can be
optimized to realize its full potential as a viable option to
increasing the fuel economy, and cleaning up the emissions of our
automobiles. Then we could all drive a more efficient and
cleaner running automobile, achieving improved fuel economy and
reducing pollution is easier than one thinks. This system
when perfected can help us reach that goal and reduce our
dependency on fossil fuels.
|
Below is a drawing of an earlier version of my vaporizer that
shows two Injector nozzles, and sealed end caps, fig 12.
|
This drawing is the same as on the front cover, and it shows the
vaporizer in its present form, with removable and interchangeable
end caps, fig 13.
Results
of Vaporizer
During the testing of my earlier vaporizers,
I have found that the density of the vapour gas in the system can
become unstable with changing outside temperatures and varying
engine rpm. This stresses the importance to design the
vaporizer to produce a consistent high-density dry vapour fuel on
engine demand. I added improvements to aid the systems
performance, some of which have been addressed in this writing,
and others have not. The vaporizer system I am describing
will allow you to continue the development where I left off,
which you can make your own improvements to improve this system
even more.
A sample of the exhaust gas test data are
listed below, there are two tests, one of propane fuel fig 15,
and the other dry vapour gasoline fig14. These tests
were made to compare the difference between the two gases, to see
if the high-density gasoline vapour fuel can burn as clean as
propane. The results of the exhaust gas tests indicate that the
vaporizer has potential to improve the economy and reduce the
pollution exhausted from our cars and trucks.
|
|
1) A/F ratio - This is the fuel air ratio
mixture, 14 to 15 is our target. We have achieved this
percentage which is adjustable through the mixing ventury. The
air to vapour fuel mixture ratios can be changed by adjusting the
opening and closing of the mixing valves.
2) HC - Hydrocarbon blow by pollutants
(toxic gasses). The lowest possible reading was our project
goal. We have achieved a lower reading of 22 using vapour
fuel fig 14, and a higher reading of 45 using propane fuel
fig 15. Both readings are under Canadian accepted
levels of around 60.
3) CO - Carbon monoxide gas. The
lowest possible reading is our goal, and we have achieved 1.27 in
the vapour fuel test. This is an improvement compared to
the results of propane gas, which gave a reading of 2.41. This
also shows a drastic drop in carbon monoxide gas, which results
in more efficient burning of the fuel, with less waste, and less
pollution.
4) CO2 - This indicates percent of fuel
burnt, an efficient running engine should read below 14, our
results were well below that with a reading of 12.6 for gasoline
vapour, and 11.8 with propane fuel. Of the many other print
outs of the test results, the vapour system gave consistence
readings that fell within these numbers when the system was
running properly.
5) O2 - Oxygen in exhaust. Test show
higher oxygen readings in the exhaust system indicate less oxygen
consumed during combustion. This shows the dry vapour fuel
is burned off during combustion first before the oxygen is
consumed, thus higher O2 in the exhaust gas. This reduces
the need for an air pump and the catalytic converter, because
there is no unburned fuel left in the exhaust system to burn in a
catalytic converter. The vaporizer effectively removes the
unburnable liquid droplets of gas before the vapour fuel is
delivered to the engine.
Fig 16 & 17 show the air care readings
of the Ford 400cid engine.
|
|
Other air care printed data results are
included below from the vaporizer installment on the Ford
stationwagon with the 400cid engine. Some of this data show
what happens when the vapour system runs leaner, and they are
included for comparisons in fig 18, 19, 20.
|
|
|
This author is aware that gasoline is
composed of approximately 27 difference chemicals and they all
vaporize at different temperatures. The vapour system I
describe in this writing will tend to circulate the heavier
un-evaporated fuels back into the gas tank. If the
temperature of the vaporizer were increased to around 450 degrees
to vaporize the heavier liquid fuels, less un-evaporated overflow
gasoline would circulate back to the fuel tank. This
vaporizer is capable of operating at these higher temperatures
with modifications to the exhaust system. This arrangement
could lead to the elimination of the fuel return line, by pumping
only the amount of fuel that the vaporizer needs to produce the
desired amount of dry vapour density, on engine demand.
The efficiencies that one could expect on
their vehicles with this system fuel is still an open question.
The more you refine this design to recover the waste un-burnt
fuels, the better the economy you will get from the engine.
The results from my tests of this vapour system have proven the
concept is worthy of further research and development. I
hope the reader will take on where I left off with this vaporizer
system, add you own improvements to make it better, and carry it
further to practical applications for the benefit of society.
There is enough information in this writing
for you to build your own vaporizer system. I must stress
the point again to implement as many safety features as possible
when dealing with these gas vapour converters, or any other gas
vapour converter. Gasoline vapor is explosive and must be
treated with respect and care, and never let your guard down.
I wish you all the success, and good luck in developing your own
vaporizer system, the possibilities are unlimited.
At this time, I would like to express my
thanks to all those who have been supportive, and helpful in our
efforts to making this vapour system possible, without your help
we may have not been able to continue. I would also
like to thank my good friends Brian and Rose Langan, with out
their help it would have taken us much longer to develop the
vapour system. In particular, I would like to thank my wife
Janice for all her years of dedication, understanding, and
support, in our quest to realize the dream of a better future.
Knowledge is power and may the truth set you
free.
Sincerely
Alan L Francoeur
Inventor
BC, Canada
