(a) The Description 1). The title of the invention ; The method and the fuel system of using alternative fuels in spark ignition internal combustion engine.

II). The technical field to which the in invention relates; This innovation/invention relates to mechanics in the automotive engineering in the form of a fuel system for an spark ignition Internal combustion engine.

III). The background art, so far as it is known to the applicant and so far as it can be considered useful for an understanding of the invention; This method can be applied to any spark ignition internal combustion (SIIC) engine to be driven at a better rate of combustion by a fuel having it's ignition point greater than petrol (alcohol, alcohol-gasoline blends, liquid petroleum gas etc). The fuels except Which are mentioned above can not be applied and run (eg :- kerosene, diesel being specific heat, specific gravity higher and less Volatility) the Spark Ignition internal combustion engine, although the Compression ratio is increased in the Spark Ignition Internal Combustion engine [Since heat obtained by the fuel molecules is not even in the compression stroke in Spark Ignition Internal Combustion engine having an ordinary (not the innovated/invented type) fuel system, it gives rise to low quality incomplete combustion (of kerosene) in the Spark Ignition Internal Combustion engines].

To get rid of these drawbacks to drive the Spark Ignition Internal Combustion engine by alternative fuels, the fuel is driven beyond its boiling Point (in between it's ignition point and self ignition Point) and a fine fuel vapour is obtained by the heated fuel being escaped to the air. This Vapour behaves more thermodynamically (the fuel molecules are surrounded by air molecules in the vapour and during compression stroke almost every molecule of fuel gets even temperature rise). And when the fuel-air mixture is burnt, most of the heat produced is caught by the air molecules and "Produced H20 vapour by burning the fuel"themselves [thermodynamic medium itself, that is:- When the heat'producing chemical reaction'is being taken place (immediately before the thermal energy to kinetic I

energy transformation; that is, thermodynamic expansion), the both temperature (due to combustion) and pressure (due to lattice structural changes of bonds of the fuel from liquid state to gaseous state) inside the medium are increased.

Afterwards the thermodynamic expansion takes place as "VocT/P (Both pressure and temperature change), (the combination of Charles'law and Boyles'law) "for the power stroke after completion of the combustion (of that particular molecule of fuel).] than the heat is transferred to the body. And highly inflammable air-fuel mixture lessens the flame travel time and combustion duration. The lesser the flame travel time and combustion duration, the lesser will be the duration of heat energy to kinetic energy transformation (expansion). Then the most of the expansion (after combustion) of the medium takes place with in the power stroke.

As the flame travel time and combustion duration lessen, the combustion of most fuel molecules takes place in unison.

This in turn keeps the fuel molecules burning evenly, amid even availability of 02, cause less CO emissions and modifies the power pulse train (has also mutual relationships with the graph of torque fluctuations and graph of power flow) of the engine crank shaft revolution as increasing the work done for a particular instant (at the time piston delivers the power to the crank shaft).

When the flame travel time and combustion duration lessen it ensures that the combustion of most fuel molecules (amidst molecules 02) completes at the top dead centre of piston movement or close by. Therefore the combustion of fuel will be at the highest possible compression ratio amid molecules of °2 and thereby it increases the quality of combustion. Hence on account of the decrease in flame travel time and combustion duration, better thermal efficiency, better rate of combustion, higher brake horse power, smooth engine run etc can be achieved at a lower compression ratio (the lower compression ratio results in less inertia, less frictional losses and hence less wear and tear too).

Since this method mainly replaces the main fuel outlet (nozzle) with the vapourizer (the most innovated/invented part) in an ordinary carburetion system, many other petrol driven engines can easily be adapted for the innovated/invented method without complex modifications.

Due to better thermodynamic expansion after the combustion.

(along with the individual qualities of the fuel used. eg :-Kerosene has high thermal efficiency, diesel has high calorific value & less specific fuel consumption than petrol etc.), a greater power stroke will be resulted from the innovated engine. This in turn creates number of benefits stated below as well.

1) The engine torque is increased (T=Fxr) where F = Force, r = crank radius F = PxA where P = Combustion Pressure A = Area of the piston crown Since the combustion pressure (P) increases (as mentioned in the text above), the force (tF) is increased.

Then the engine torque increases (TT=tFxr). (The increased torque in"the produced engine"is controlled by a chork Valve and a fuel controlling Valve.) 2). In the case of an ordinary engine, the frictional losses increase five times as the engine speeds up from 1000 rpm to 3000rpm. This is accompanied with less volumetric efficiency at high engine speeds (due to pumping resistances or"the breathing problem") contribute to less brake horse power (BHP) at high speeds.

Since the in-charge, the air-fuel vapour (by using the innovated/invented fuel system) contains much fuel being a moderate mixture (than a very lean mixture which is not combustible), it needs a little amount of charge out of swept volume. So pumping resistances (breathing problem) have no much effect to reduce combustion pressure on the piston (B. H. P) at high speeds. On the other hand increased engine torque also contributes to higher rate of pumping. Both "Pumping resistances have no much effect to reduce combustion pressure on the piston"&"the increased engine torque"increase Brake Horse power at high speeds overcoming frictional losses. Thus the engine offers higher Brake Horse Power not only at high speeds but over the whole engine speed range as well.

3). The graph of engine torque versus (Vs) engine speed (r. p. m) is modified, since the engine doesn't have a breathing problem at high speeds and increased force on the piston (as said in l)). The engine torque can be thought of as operating at nearly uniform (increase) over a bigger range of engine speed than earlier.

4). This air-fuel mixture has a better rate of combustion ability and when the in-charge (even distribution of air-fuel mixture) is burnt, it produces more Co2 and more water vapour evenly everywhere through out the medium. This water vapour catches up the heat produced and expands efficiently rather than air molecules. The low compression ratio (up to 10: 1) and the heat absorption by the water vapour when the combustion is being taken place, produce no oxides of nitrogen (since N2 is not heated up to extreme temperatures).

5). As earlier said high H20 Produced, high heat produced in the combustion (due to better rate of combustion or complete combustion) and excellent mechanism of H20 vapours' thermodynamic behaviour (better than air) result high thermal efficiency.

6). The air standard efficiency (theoretical thermal efficiency) is improved without increasing compression ratio, due to the modification of constant y [since the expansion medium in the power stroke (working stroke) comprises lot of H20 (water <BR> <BR> vapour)]<BR> fla=<BR> 11 a= 1- r (y-t) where fla = air standard efficiency r = compression ratio 7). The starter motor's cranking effort is as less as for petrol (since the compression ratio is the same) or even below (since the new in-charge is readily combustible) although the engine uses the alternative fuel.

(iv) A description of the invention in terms that can be understood and in a manner sufficiently clear and complete for the invention to be evaluated and to be carried out by a person having ordinary skill in the art; This method replaces conventional carburetion with a vapourizer in the place of main nozzle and this method employs no separate idling jet. (The provided engine, which employs this fuel system, is a 4-stroke internal combustion spark ignition engine). In side the vapourizer, an electric heater element is exposed to the fuel stream. The fuel from the float chamber (through the solenoid valve and fuel controlling valve) arrives in the vapourizer gets enough heat directly from the filament itself to be driven beyond its boiling point (in between ignition point and self ignition

point of the fuel). And then the heated fuel passes the vapourizer to the atmosphere (air) at the venturi.

[For instance I tested on a 50 CC (One Cylinder) engine to be driven from Kerosene over the whole speed range as a good environment friendly fuel by about 100W vapourizer. Whereas it was about 800W for 2000 CC (4 cylinder) engine over the whole speed range as a good environment friendly fuel. This implies that there are possibilities of reducing the power wanted for the vapourizer (of the 50CC engine) by making the vapourizer's highest efficiency (of producing vapours beyond its boiling point) goes with the highest possible fuel flow rate of the engine.] In this method the vapourizer boosts temperature of the fuel beyond its boiling point and below the self ignition point. As soon as the heated fuel (from the vapourizer) comes in to contact with the air, the fuel penetrates as a vapour throughout the air (atomizing takes place, since the fuel is reached its boiling point. And the boiling point is in between its ignition point and self ignition point for most of the fuels). Then the air-fuel mixture passes through the throttle valve as in a conventional carburetor. The inlet manifold should necessarily be as short as possible so that the in- charge will be in its well combustible state (in order not to be lost"the acquired heat by the fuel vapour").

The in take air to this fuel system, too can be heated up to a certain temperature (by allowing the in take air to pass through an electric heater element before the venturi, so that "the acquired heat by the fuel molecules during the passage through vapourizer"will not be absorbed by air molecules.

But this process will not produce oxides of nitrogen due to both less compression ratio and less combustion heat available for air molecules as explained in 4) above. And this process helps to keep burning of fuel molecules at a better rate, in particular when a fuel of higher ignition point, higher specific heat, higher specific gravity etc (like diesel) is used.

The accelerator pump, which may supply extra fuel to the vapourizer while rapid acceleration by quickly opening the throttle valve, can also be avoided (since the fuel heated up beyond the boiling point acquires a better flow rate of fuel).

Thus an engine which employs this fuel system can be run by alternative fuels (which are not combustible or partly combustible-Kerosene and diesel is used in the produced innovation invention for convenience) at a better rate of combustion.

The vapourizers with venturies can-be fixed to the in-take

port, in case the heat lost from the fuel vapour (during the passage through the throttle valve and the in take manifold) is to be further reduced. In this case the throttle valve lies before venturi throat.

{The metering of fuel can be done either with the help of a fuel valve controlled by the vacuum created from the throttle valve opening (or by coupled with the throttle valve mechanically), or with the help of a fuel valve coupled mechanically (or vacuum coupled) to the throttle valve while the whole fuel system [tank and the fuel chamber (normal float chamber with a float needle valve) ] is under the in take manifold air pressure [tank's and fuel chamber's (upper placed) ventilation inputs are interconnected with the in take manifold ].

The fuel from the float chamber to the vapourizer is gravity fed or by a suitable pump. [The fuel feeding from the tank to the float chamber can be autovac fed by only opening the ventilation input of the tank to the atmospheric pressure while the in take manifold is connected to the ventilation input of the float chamber, in the latter case]}.

(v) A statement of the advantageous effects, if any of the invention with reference to the background art.

1). The fuels which are not combustible (eg :- diesel) or not combustible at a better rate (eg :- kerosene) in the Spark Ignition Internal Combustion engine, can be used as good fuels (as environment friendly fuels).

2). Ready ignition (starting) from the fuel used itself.

3). Better rate of combustion (since the fuel is in between it's ignition point and self ignition point and exists as an atomized vapour.).

4) High fuel efficiency [since the stated resultant high thermal <BR> <BR> efficiency (in (a) (iii) 5) ) has a positive interrelationship with the high fuel efficiency.].

5) An increased engine torque can be achieved as stated in (a) (iii) 1) 6) A modified engine torque can be achieved as stated in (a) (iii) 3) 7) An increased brake horse power (B. H. P) can be achieved as stated in (a) (iii) 2)

8) High thermal efficiency as stated in (a) (iii) 5) 9) Improvement of the air standard efficiency as stated in (a) (iii) 6) 10) Less exhaust emissions (since very low tendency of producing oxides of nitrogen as stated in (a) (iii) 4) and better rate of combustion.) 11) Less wear and tear due to short cylinder length in Spark Ignition Internal combustion engine (than compression ignition internal combustion engine) and less force of inertia in the Spark Ignition Internal Combustion engine.

12) Lesser risk of fire due to lower tendency of catching fire by the fuel (of higher ignition point) used itself.

13) Speedy acceleration on the engine rpm, although an accelerating technique (accelerator pump) is not used in the carburetion. Since the flow of fuel is as (some what/) good as the flow of air, at venturi the fuel (due to the fuel is beyond it's boiling point) does not lag behind the flow of air (because of less inertia of flow of fuel at venturi) while rapid acceleration by quickly opening the throttle valve.

14) Besides the advantageous effects mentioned above, the engine offers the same advantageous effects of the spark ignition Internal Combustion engine over the compression ignition IC engine when compared.

(vi) A brief description of the figures of the drawings, if any; 1 Air cleaner 2 Chork valve 3 in-take air 4 Throttle valve 5 The hole slotted on throttle valve for idling 6 The in-charge having air and fuel vapour 7 The direction of in-charge to cylinders 8 A part of in-take manifold 9 Main venturi 10 Control unit for power supply to vapourizer & solenoid valve 11 current carrying wire to the heater of the vapourizer 12 Power supply wire to select the solenoid valve 13 Union, coupling fuel carrying tube to vapourizer 14 Fuel carrying tube 15 The wire from the main switch to activate the control unit 16 The vapourizer's outer covering (made of metal) 17 Inner covering of the vapourizer (made of ceramic) 18 The heater element (in side the vapourizer) through which the fuel passes 19 Height adjustable float (fuel) chamber 20 Fuel level 21 Fuel controlling valve 22 Solenoid valve to select the fuel to the vapourizer 23 Spanner head on the vapourizer 24 Sealant used to stop leaking the fuel 25 The other end of the heater element is earthed to the vapourizer body 26 The vapourizer's heated fuel out-let

(vii) The best method Known to the applicant for carrying out the invention; this is best done by describing examples of the invention with reference to the drawings, if any; The way the most innovative/inventive part:-"the vapourizer" can be made, some of the best ways the Vapourizer can be adopted to an Spark Ignition Internal Combustion engine by overcoming the relevant problems, are not included in this description and I have got further details.

In addition, 1) The exhaust gases'heat can be used to heat the fuel to a certain degree (prior to the vapourizer) by using a temperature controlling system so that the electrical energy supplied to the vapourizer can be reduced. In order to heat up the fuel to a particular temperature, the fuel carrying tube between the vapourizer and the float chamber or the float chamber only or the both can be heated up by means of the exhaust gases'heat.

And a part of the heat dissipation from the cylinder walls, heads etc can be used to heat the in take air or fuel or both to a certain degree so that the electrical energy supplied to heat air molecules, fuel molecules will be reduced. A proper detecting & controlling system is required for not only cooling system to maintain a stable engine temperature, but the temperature of in take air & the temperature of the fuel in the float chamber too.

2) A simple in-line pump (not to the precise standard of those used in compression ignition internal combustion engines) or a simple distributor pump (both should be with small delivery pressure enough to over come the resistance to the fuel flow by expanding fuel it self at the vapourizer) or other pump can be used to feed the fuel from the float chamber to the vapourizer. And the governing of fuel delivery should be in accordance with the throttle valve opening. Then the fuel spray from the vapourizer is free from in-take suction and in correct quantity. Now in-take suction is more available to draw in-charge than the case where no such a pump is used. Hence a greater volumetric efficiency and a proper fuel delivery.

3) There would be more than one vapourizer (sharing a common fuel supply from a fuel distributor) having the individual venturies and a common throttle valve in the fuel system.

Both individual fuel supplies to the vapourizers (a non-return valve is desirable to be included in between the vapourizer and the distributor) and individual air intakes for the venturies could be solenoid controlled (selected) so that there will be a selection on the accelerator.

Or each in-take port of individual cylinder can be fed by a seperate fuel system having a vapourizer and a throttle valve.

In that case all the throttle valves are synchronized as a one throttle valve and chork valves if any, can also be synchronized as a one chork valve.

4) The heater element"18" (in the drawing) is welded to the current carrying wire"11" (in the drawing) so that there will not be any loose connections in the power supply to the heater. Thus the reliability of the vapourizer is higher.

(viii). An explicit indication, when it is not obvious from the description of the invention, the way in which the invention is industrially applicable and the way in which it can be made and/or used; 1). This fuel system can be adapted for the existing Spark Ignition Internal Combustion engines to be driven by the alternative fuels as said in the description and by petrol as explained in 4) below. Since this fuel system modifies the engine performance as improving the engine torque, Brake Horse Power, the quality of combustion etc; the engine offers improved performances.

(Then the increased weight of the flywheel may be desirable or else the engine torque can be controlled by controlling the in- charge, so as to have the ordinary engine performances by using alternative fuels or"petrol at an economical rate".) 2). The in-charge (being a moderate mixture) from the innovated/invented fuel system contains less amount of air.

Therefore the in-charge is less in amount/volume. Then the air and fuel should be controlled by means of valves in order to have an ordinary (without improved performances) engine drive or for a reduced engine performance without controlling the in- charge (reduce Break Horse Power as obtained from the conventional fuel system of the same engine), the cylinder volume can sufficiently be reduced keeping the other parameters and dimensions (like the crank radius, compression ratio, weight of the flywheel etc) as earlier. There by a proper compression ratio is ensured even at free running and low engine loadings and reduces the friction by reducing the sweeping area on the cylinder wall. Hence a greater power (fuel) efficiency than in case 1) above.

3). The existing Spark Ignition Internal Combustion engines (the power sources) can be replaced with smaller Spark Ignition Internal Combustion engines having the innovated/invented fuel system, since the innovated/invented fuel system improves the engine performance in terms of the Brake Horse Power,

torque etc.

4) In the case of using petrol as the fuel in this system, it needs a little heat energy (a vapourizer of lower heat output) to take (nearly) complete atomization and even distribution of fuel vapour through out the available air and modifies the quality of the fuel (petrol) in terms of improving the engine performance as stated for the alternative fuels in the (a) description (iii) or to a certain degree as stated there.

Therefore the conventional methods of petrol heat treatment or complexity & power wastage on pressurizing the fuel to atomize in"petrol injection systems"can directly be overcome by the innovated/invented fuel System's simple, efficient heat treated fuel (petrol) atomization (by vapourization).

{To avoid risks of fire when petrol is used, precautions are desirable such as all the joining parts and tubes should be of metal and leak-free, providing a cooling system in between the vapourizer and the float chamber (along the fuel carrying tube), and lowering the heat conductivity from the vapourizer body towards the float chamber [using tube's metal of less heat conductivity (metal of higher specific heat), discontinuing the heat conductor etc.]} 5) Wankel Rotary engine (Rotary combustion engine)'s in-take port can be fed by this fuel system (since the conventional carburetion can be replaced with the innovated/invented type of carburetion) and it can make use of this fuel system's performance (to drive the engine from the alternative fuel etc.).

6) A greater potential is to be used this vapourizer in the gas turbine (including the jet engine, turbo-prop etc) and enhanced the combustion. The fuel nozzles (by which the fuel is sprayed in to the burner and it is located close to the igniter) can be replaced with these vapourizers in order to have a better rate of combustion and easy ignition. Then there will be a better thermal efficiency and increases gasifing, for the fuel used which is gasoline, kerosene or oil.