Title of Invention

A DEVICE TO RUN A TWO-STROKE INTERNAL COMBUSTION ENGINE

Abstract

A device adapted to run more efficiently a two-stroke internal combustion engine using bi-fuel. The said device comprises a main body (10) having two flat faces (15, 15A) at either end, one of said face (15) being positioned to match carburetor of the engine, said other face being located adjacent to an air filter box are air intake duct. The main body (10) accommodates two L-shaped tubes (20, 30) for inflow of gas and oil supply to the engine from respective reservoirs. These two tubes being provided with a long limb and a short limb, said long limbs (25, 35) being located within central opening of said main body and opened out or terminated near throat-reduced area in said carburetor, said short limbs (28, 32) of L-shaped tubes being produced out said main body (10) in a direction substantially perpendicular to the direction of the airflow and substantially parallel to both faces of said main body and being opened on the outer side through the holes provided in the main body of said device.

Full Text

FORM - 2 THE PATENTS ACT, 1970 (39 OF 1970) AND THE PATENTS RULES, 2003 PROVISIONAL SPECIFICATION (See Section 10, Rule 13) TITLE “A DEVICE TO RUN A TWO-STROKE INTERNAL COMBUSTION ENGINE" APPLICANT VANAZ ENGINEERS LIMITED, of 81/1 Paud Road, Pune 411 038, Maharashtra, India, an Indian Company The following specification describes the invention. Title "A device to run a two-stroke internal combustion engine" Description The present invention relates to an improved two-stroke internal combustion (IC) engine. The invention particularly relates to a device adapted to run more efficiently a two-stroke internal combustion engine using bi-fuel. Bi-fuel referred to in this Specification means a gaseous fuel and gasoline or kerosene. Further gaseous fuel may be Liquefied Petroleum Gas (LPG) or Compressed Natural Gas (CNG) or any other gaseous fuel. In conventional IC engines, only one of the available fuels either liquid or gas is used. Various types of IC engines using Liquid Petroleum Gas (LPG) or Compressed Natural Gas (CNG) or any other gaseous fuel or gasoline or kerosene are available in the market. However, each of these types of IC engines suffers from one or more inherent drawbacks. In the existing IC engines, gas-air mixers are installed in air intake duct of the engine and the installation requires a large space. These mixers have venturi with smaller area opening throats, which obstruct the airflow to the engine; resulting a power drop even when the engine is in petrol mode. Another disadvantage found in the conventional IC engines is that the gas induction tube is -2- located far away from the required point; this also results in power drop and affects the loss of fuel and therefore the overall economy of the system. For two-stroke known IC engines, there is no built-in lubricating system (as oil is mixed with petrol of kerosene). Therefore, separate installation of lubricating system becomes necessary while running on Gas as oil can not mix directly in Gas. Moreover, reliability of such lubrication system is minimal since such lubrication system needs to take drive from the crankshaft of the engine and must provide oil supply tapping into the engine intake manifold. These necessitate modification of design of the original IC engine components. Furthermore, such modification in design cannot be done easily and in a correct manner, which results in failure of the entire lubrication system leading to further complications in the functioning of the engine. In the known pump types of lubrication systems, there are lots of moving component parts, which lead to more wear and tear, thus requires frequent maintenance of the engine and is not economical. Another disadvantage, which is associated with the known IC engines, is the uncertainty of oil supply resulting into excess of insufficient supply of oil, which leads to further complication, power drop and also maintenance. Scientists were working on the above problems since long without any appreciable success. It has therefore been the endeavor of the applicant to mitigate one and all of the above disadvantages of the prior art and to produce an improved two stroke integral combustion engine fitted with a device or system which would enable to run said IC engine on bi-fuel, ie. Gas namely Liquefied Petroleum Gas (LPG) or Compressed Natural Gas (CNG) or any other gaseous fuel and gasoline / kerosene. An object of the present invention is to maximize the utilization of the supply of fuel to the engine by controlling the intake flow with control means adapted in said engine. A further object of the invention is to eliminate the wastage of oil supply into the engine when such supply is not required. Another object of the invention is to minimize the smoke emitting through the exhaust port and -3- thereby reducing the pollution of atmospheric air. A still further object of the invention is to improve the performance of the engine and also by enhancing the life of the engine. Yet another object of the invention is to reduce or eliminate the number of moving parts in the lubrication system of the improved IC engine. Therefore, one embodiment of the present invention is to control the supply of the gas and to route it correctly at the desired point or area in the carburetor / throttle body through a passage, preferably an L-shaped tube having an optimum diameter and design. Another embodiment of the invention is to adapt a metered opening and a flow control device, which ensures precise quantity of supply of oil for the optimal power and performance of the engine. Thus, the wastage of the fuel is totally avoided and instant starting of the engine becomes possible. A still further embodiment of the invention is to adapt a tube of very small diameter so that it does not create any obstruction to the incoming flow of air into the internal combustion engine. This mitigates the disadvantage of the dropping of power. The new design of the IC engine according to the present invention helps in losing minimum or negligible drop in power generated by the engine. The present invention is described herein below in further details with reference to the accompanying drawing which illustrates a sectional view of the new device adapted to run more efficiently a two-stroke internal engine utilizing bi-fuel. The device comprises a main body (10) having two flat faces (15,15A) at either end. One end of face (15) is positioned to match the carburetor (part of intake manifold of carburetor / throttle body shown) or throttle body intake manifold of the engine. The other face (15A) is located adjacent to the air filter box or air intake duct (not shown). In the said device as illustrated in the drawing, the air intake side is the inlet side and the carburetor side is the outlet side. Two L-shaped tubes are positioned and housed within said main body (10) for the inflow of gas and oil supply. Gas is allowed to pass through the first L-shaped tube (20), and through the second L-shaped tube (30) oil like gasoline or kerosene is allowed to pass from the reservoir. -4- Both the L-shaped tubes (20) and (30) are provided with a shorter limb and a longer limb. The longer limbs (25) and (35) are located within the central opening of the main body (10) and are projected out from the outlet side of the body substantially parallel to each other and in the direction of airflow towards the carburetor side. Both the longer limbs of the tubes (20) and (30) are opened out / terminated near the throat-reduced area in the carburetor / throttle body of the internal combustion engine. The shorter limbs (28) and (32) of said two L-shaped tubes (20) and (30) are protruded out of the main body (10) as illustrated in the drawing in a direction approximately perpendicular to the direction of the air flow and substantially parallel to both faces of the main body and opened on the outer side through the holes provided in the main body of said device. The shorter limbs of the L-shaped tubes which are protruded out of the main body are provided with outer diameter or profile made to couple with rubber of flexible tube for supply of gas or oil. These ends of the tubes are connected to the respective gas and oil reservoirs. In a preferred embodiment of the invention, each L-shaped tube (20) and (30) is made of one integrated piece. They can also be conveniently made by joining two or more sub-parts, if required. The main body is one unit of the individual component although it can be made integral with one of the mating component parts of the air intake system of the internal combustion engine. The applicants have found that no change, alteration or modification is required to be done in any component part of the existing internal combustion engine for converting it into one for using bi-fuel. Thus, power and performance of the engine using gasoline / kerosene mode remains unaffected. Further, for the conversion of the two-stroke known internal combustion engine to use bi-fuel, no additional space is required to accommodate the inventive device in the air intake system. Further, the present invention adapts and provides a tube for supply of oil in a controlled manner for distribution into the carburetor at the desired location. This is conveniently done and monitored by using a metered orifice or opening and controlling the flow of oil into the carburetor by actuating a control valve which ensures precise supply of required quantity of oil to the engine depending upon the demand thereof. -5- The two-stroke internal combustion engine fitted with the device as described herein above is by way of an example without restricting the scope of the present invention. The possible alterations, modifications of the design and the location thereof in such engine will be well within the knowledge of any person skilled in the art. All such improvements and modifications are intended to be covered within the scope of this invention. Dated this 18th day of December 2006. M K CHAKRABARTI of MKC & Associates Applicant's Attorney -6-

Documents:

2096-MUM-2006-ABSTRACT(3-6-2011).pdf

2096-MUM-2006-ABSTRACT(3-7-2013).pdf

2096-mum-2006-abstract(31-10-2007).pdf

2096-mum-2006-claims(31-10-2007).pdf

2096-MUM-2006-CLAIMS(AMENDED)-(3-7-2013).pdf

2096-MUM-2006-CLAIMS(AMENDED)-(7-1-2013).pdf

2096-mum-2006-correspondance-received.pdf

2096-mum-2006-correspondence(14-12-2007).pdf

2096-MUM-2006-CORRESPONDENCE(17-6-2013).pdf

2096-MUM-2006-CORRESPONDENCE(20-2-2012).pdf

2096-MUM-2006-CORRESPONDENCE(3-7-2013).pdf

2096-mum-2006-description (provisional).pdf

2096-mum-2006-description(complete)-(31-10-2007).pdf

2096-MUM-2006-DRAWING(3-6-2011).pdf

2096-MUM-2006-DRAWING(3-7-2013).pdf

2096-mum-2006-form 1(22-1-2007).pdf

2096-MUM-2006-FORM 1(7-1-2013).pdf

2096-mum-2006-form 18(14-12-2007).pdf

2096-mum-2006-form 2(31-10-2007).pdf

2096-MUM-2006-FORM 2(TITLE PAGE)-(3-6-2011).pdf

2096-MUM-2006-FORM 2(TITLE PAGE)-(3-7-2013).pdf

2096-mum-2006-form 2(title page)-(31-10-2007).pdf

2096-mum-2006-form 5(31-10-2007).pdf

2096-mum-2006-form-1.pdf

2096-mum-2006-form-2.doc

2096-mum-2006-form-2.pdf

2096-mum-2006-form-3.pdf

2096-MUM-2006-GENERAL POWER OF ATTORNEY(7-1-2013).pdf

2096-mum-2006-power of attorney(20-12-2006).pdf

2096-MUM-2006-REPLY TO EXAMINATION REPORT(15-5-2012).pdf

2096-MUM-2006-REPLY TO EXAMINATION REPORT(3-6-2011).pdf

2096-MUM-2006-REPLY TO EXAMINATION REPORT(7-1-2013).pdf

2096-MUM-2006-SPECIFICATION(AMENDED)-(3-7-2013).pdf

2096-MUM-2006-SPECIFICATION(AMENDED)-(7-1-2013).pdf