7. Vaporization CarburetorVaporization Oil Burner 
Acrylic Paints & Pocket Size Telephone

(Cellular Phone) 

My experience with large corporations and their operations at a young age provided me with the determination to develop and produce my own products already in 1958, and a lucrative product was the carburetor, regardless of the many past claims made by many inventors.  I researched all carburetor patents, and obtained copies of patents.  The atomization or the vaporizing of gasoline and filling the combustion chamber (cylinder) with atomized gasoline with air uniformly and thoroughly during the down-stroke of the piston under slight pressure would result in maximum combustion. At that time carburetors were complex.  So I decided that if I developed a carburetor that atomizes the gasoline and thoroughly mixes the gasoline with air, and then the mixture is forced under low pressure to fill the combustion chamber of a cylinder, and when this mixture is compressed, then maximum combustion can be achieved and produces far less air pollution.  The elimination of the catalytic converter and engine design improvements will improve engine performance, increase mileage per gallon, and reduces air pollution.  


The oil companies are producing and marketing three (3) grades of gasoline.  It would be advantages to eliminate the low octane grade gasoline, and lower the price of the higher octane grade gasolines.  The production, distribution, transportation and overall costs savings by the elimination of (1) low grade of gasoline is significant on an annual basis, and can reduce the gasoline prices. 

Cars at that time were averaging about 16 to 23 miles per gallon.  I estimated that my carburetor could improve gasoline mileage to about 55 to 65+ miles per gallon, depending upon the engine size and weight of the car.  This would be of great economic benefit to this country.  People would have substantially more money to buy other needed products, household goods and food, while I could sell my carburetor for about half the cost of existing carburetors.  According to my calculations, the savings in oil and gasoline would have amounted to several billion dollars annually at that time.  Nobody cared about air pollution in 1962 or 1963, but I believed that reducing air pollution was very important, while reducing gasoline consumption.  I requested research and development funds from our government, but instead I was given employment problems and was placed under electronic surveillance, etc.   

Right from the beginning, I knew that the oil companies and the government would not be happy with my carburetor, and they wanted to use up more oil and gasoline, and they did not really care about prosperity in the United States.  I proceeded to build a crude test model just to see that it functions, but I did not have a machine shop available to build a good experimental model.  I filed a patent application, and I spent much time toward nuances and patent language so that I could make additional patent claims in the future.  It took over 4 years to obtain my patent.  A national TV news report disclosed that oilman President Lynden Johnson was interfering with a patent, but Walter Krankheit gave no specific details. 

Naturally I contacted the Automotive Industry (General Motors, Ford and Chrysler) in about 1964.  General Motors informed me that it is not interested.  Chrysler wanted more performance information, but I did not have sufficient data, and as small and large engine performance varies substantially.   Ford Motor Co. informed me that it would consider of utilizing my patent, provided I sign over all rights to Ford Motor Company without any compensation. 

But I had some problems and delays before the patent was finally issued in 1967.   And I experienced more employment and financial problems, including surveillance.  After 3 years, I tried to build another model regardless of any imposed employment and financial difficulties.  I found a machine shop, whose owner used to work on the Manhattan Project.  I told him that someday I would adequately repay him for allowing me to use his machine shop for building the parts for my carburetor.  One night I left the machine shop a little early than usual at 8:45 p.m.  About 2 days later I went to the machine shop again.  The machine shop owner told me that when I was in the shop the last time, a machinist who was working late that night, had locked up the shop, and went to the parking lot, where he was severely beaten by 3 men.  The machine shop owner said the machinist was only a good machinist, and it was obvious that the 3 men had beaten the wrong man.  He said that I was in serious danger, that he does not want to be responsible if anything happened to me on his property, and unfortunately I cannot use his machine shop any longer, and he does not want any further problems. 

During 1968, I was conducting research work on several different projects for Mr. John Cleaver of Cleaver-Brooks Co.  The research involved boilers, heat exchangers, large water desalination plants, manufacturing plant design, etc.  I disclosed to Mr. Cleaver that I had an oil burner design, which would burn the oil more thoroughly by vaporizing (atomizing) the oil.  I said that the oil is atomized and thoroughly mixed with the inlet air.  Multiple rotating atomizing nozzles are directing the atomized oil toward a fulcrum point.  The angle of the nozzles toward the fulcrum point controls the length of the flame similar as adjusting the flame of a blowtorch.  Maximum combustion is achieved, and air pollution is reduced.  The oil burner nozzles at that time contained a rotating disc called slinger, which flings the oil directly outward, and the oil is then ignited.  The oil dispersion forces the oil outward with exploding force into the boiler chamber.  This process cannot burn the oil thoroughly, and it produces a substantial amount of air pollution.  Mr. Cleaver said that he was not considering the manufacture of oil burners, because the oil burners were purchased from another manufacturer.


Air Pollution - Letter from Dept. Of  Health, Education, And Welfare 1968

                             Please click image to enlarge                                


Acrylic Paint

A valuable and energy saving product is acrylic paint.  The acrylic paint creeps into the pores of most materials to form a complete bond involving a chemical reaction process when exposed to air or heat curing.  The chemical reaction can involve the chemistry composition of the material itself and/or additional chemi-cals that will creep and flow into the pores and fill the pores of materials.  Oxygen and heat aid the chemical reaction and bonding process.  The heat at the same time dries and evaporates the liquid components to produce a hard acrylic coating.  Regular paint just covers the surface of the product or material, and moisture or condensation will form under the paint coating during the daily temperature fluctuations or during humidity changes.  This causes the separation of paint from the product, and causes blisters and/or cracks in the paint.   

When the paint chemical reaction causes a neutralizing effect with the chemical composition of the product being painted, then a complete bond is produced as well as adhesion.  This will considerably increase the paint life and will reduce rusting and maintenance costs.  The applications involve virtually all products and paintable materials that are exposed to the atmosphere, humidity and rain, including very porous stone and concrete products, and roofing shingles.  The acrylic paint is most useful for any applications that are exposed to salt and exposed to salt water or ocean water.  The northern Mid-Western states use a substantial amount of salt to melt ice and snow during the winter months.  Therefore the acrylic paint would reduce the rusting of car bodies, while a clear acrylic coating would add additional protection and improve appeal.   

I started the patent application process, and secured my research claims with dates.  In about 1969 I contacted large paint companies like Pittsburgh Paint Co. including notable paint companies Glidden, Dutch Boy Paints, and informed them that this acrylic paint would be a valuable acquisition, and I can obtain exclusive patent rights for the company.  As usual, I received no interest from any paint companies.  I continued to experience employment and financial problems.  Approx. 3 years later, the automobile manufacturers used my clear coat acrylic paint on all their cars.   

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Pocket-Sized Telephone

(Cellular Phone)

In 1979, I disclosed to Collins Radio/Rockwell International my research involving a pocket size cordless (portable) lightweight telephones with a built-in receiver/transmitter with direct linkage to satellites via microwave transmission towers for long distance calls and international satellite transmitted calls which was the same as the present Cellular Phones.  Local calls were to be transmitted via a microwave system.  My research for a durable long lasting battery made commercialization feasible.  Long distance calls could be made by portable pocket-sized telephones from very remote areas, provided a satellite was in receiving range.  I refused to provide Collins Radio/Rockwell International with complete details when Collins refused to enter into standard disclosure and proprietary agreements.  My plans were to charge only for the phone plus a nominal cost for the microwave towers, satellites, maintenance and marginal profit.  From then on a small annual maintenance fee of approx. $40 would support the entire communication system.  I did not care of amassing a huge fortune, but I felt that the social and economic benefits would be far greater if pocket size phones were made available at low costs to the public and businesses in the U.S.A. and worldwide.  Naturally the government would not allow that either, because that sounds too much like socialism, and huge profits and huge taxes could be collected.  My primary interest was to generate national prosperity with a lower cost communication system rather than to amass a fortune.  A company claims to have obtained patent rights a few years before 1979.

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