Note : Les descriptions sont présentées dans la langue officielle dans laquelle elles ont été soumises.
3 ~escription
4 The present invention relates to a control system
for an internal combustion engine generally of the ki~d dis-
6 closed in US Patent No~ 4,183,338 issued 15th January 1980.
8 Fluids, such as water or water vapor, hav~ hereto-
9 fore bee~ added to the induction system of an internal com-
bustion system. Ho~ever, the prior art did not obtain the
1~ full benefits which can be obtained by proper regulation of
~2 the amount and condition of added fluid, along with a proper
13 amount of associated heat energy, turbulence~ and with PCY
14 gases and air, at all conditions of engine operation.
16 The engine needs different~mounts of fluid at vary-
17 ing conditions of operation of the engine. The engin~ls need
18 for fluid at any particular condition of operation is dependent
19 on the amount and condition of f1uid which will produce the best
engine operation at that condition. The best engine operation in-
~1 cludes obtaining complete lean, clean combustion with the lowest
22 emissions of HC, C0 and NOX and best fuel economy without detona-
23 tion, pre-ignition, or after-fire (dies~ling) plus highest power
24 at full-throttl~. The engine's need for fluid varies widely from
no fluid at all under certain conditions of operation to amounts
26 of fluid flow in the same order of magnitude of fuel flow at
27 other conditions of engine operation. For example, the engine's
28 need for fluid is zero at engine shut-off as no liquid can be
29 permitted to flow into the engine when the engine is shu~ off.
If the liquid flvw into the engine were to be permitted at
31 shut-of, corrosion and or liquid lock could occur.
32
33 At normal, steady,state, low-speed idle, only a trace
34 amount of 1uid, or no fluid at all, is required to ~i~e opti-
mum low idle emissions.
36
37 Increasing quantities of ~luid proportionate to power
38 are required as engine power is increased at each steady,state
39 point.
2 ~~ 8
1 Under dynamic conditions, such as, for example,
2 acceleration at high BMEP, an extra amount of fluid is re-
3 quired over and ~bove operation at a steady-sta~e condition;
4 and, in the case where the fluid is steam, the steam should
be of a lower quality, that is, with a certain percentage of
6 water droplets carried with the steam (in order ~o give ma~-
7 imum combustion cooling) to keep nitrous oxide emissions with-
8 in satisfactory limits.
9 .
~n dec~leration, less fluid is required a~ each point
11 in the deceleration than would be desired for operation at a
12 steady-state at any point (zero fluid at zero throttle decel-
13 eration).
14
The engine's need for fluid is also determined by
16 limiting the 1uld to an amount that will not hur~ the com-
17 bustion. For instance, in decelPration, if fluid is not
18 limited, too much fluid can be introduced and cause the com-
l9 bustion to be poor. This wlll produce incomplete combustion
and will cool the flame sufficiently that undesirable amounts
~1 o~ HC and C0 will be produced Engine efficiency can ~e ser-
22 iously impaired. Hydrocarbon deposits also increzse.
~3
2h On acceleration, the engine's need for fluid is de-
pendent on introducing the right amoun~ of fluid to absorb
26 excess heat, by i~s high specific heat plus latent heat of
27 evaporization of liquid droplets included (water droplets in
28 the case of steam) plus heat of dissociation; excess engine
29 heat generation would otherwise go toward producing high com-
bustion and surface peak temperatures and peak pressures at
31 about top dead center. However, the heat absorption still must
32 be done without introduciTlg too much fluid so as to impair co~-
33 bustion with the undesirable ef~ects noted above. By introduc-
34 ing the right amo~mt of additional 1uid, the energy is absorb-
ed as energy in steam (in the case where the fluid is water)
36 which is given back during the latter part of the cycle as ex-
37 pansion of the steam. This adds smoothly a~ favorable crank
38 angle to ~he p~wer st.oke alld ~orque of ~he engine. ~he right
L5~13
,. . .
1 amount of additional 1uid at this point, therefore~ prevents
2 hot spots and smooths the pressure and temperature and energy
- 3 conversion.
4 ~
Also~ the righ~ amount of fluid needs to be intro-
6 duced to provide for engine cleanliness. The right amount of
7 fluid will provide both clean combustion and removal of engine
8 deposits.
9 '
Further, it is needed to inject the right amount of
11 fluid and heat in order to heat and thereby to vaporize the
12 fuel to give equal fuel-air rati.o distribution and mass dis-
13 tributi~n among the cylinders. This gives maximum economy
14 and lowest emissions.
16 Extra charge density can be provided by introducing
17 1uid droplets in the fuel-air mixture charge at full throttle
18 or high power operation. The fluid droplets, if introduced in-
19 to the cylinder at the proper time before valve closure, cool
~ the charge so as to increase the charge density before the
21 valve clos~re, and thus, in effect, provide a form of super-
22 charging,
23
24 Other inventors have not recogniæed these problems
and have not implemented any control mechanism effective to
26 produce the benefits which can be obtained by controlling the
27 amount of added ~luid and heat energy in response to engine
28 need at each condition of operation of the engine.
., . ~9
Prior attempts to introduce 1uids into the engine
31 have relied primarily on intake manifold vacuum as the driving
32 force to induce liquid flow. This has the disadvantage of
33 having the greatest vacuum (and hence the larger driving force
34 for liquid 10w) at the conditions when the engine needs the
least or no addition of liquid ~throttle closed). In addition,
36 when the engine requires the greatest liquid flow (acceleration
37 or heavy load) manifold vacllum is at a minimum. The present
~ 4
S~
1 invention provides fluid flow when needed by the en~ine
2 and not necessarily just when most easily injected by intake
3 manifold vacuum.
It is a primary object of the present invention to
~ control the added amount of fluid and heat energy, turbulence,
7 PCV gases, and air, in relation to engine need at all con-
8 ditions of operation of the engine to obtai~ the benefits as
g described above.
11 From one aspect, the present invention provides a
12 fluidic computer which provides the basic function of con-
13 trolling the amount of fluid added, with the proper amount
14 of heat from $he exhaust gases, turbulence, positive crankcase
ventilation ~PCV) gases, and air in response to the engine's
16 need for the added fluid at each condition of operation of
17 the engine.
19 The fluidic compu~er of this aspect of the present
invention accomplishes this control function with no moving
21 parts It uses, as one input, the exhaust gas from the mani-
2Z fo'd near one cylinder. It also uses the additional inputs of
23 PCV gases from the PCV valve outlet (preferably with the
24 valve removed~, fluid (in a particular embodiment, watex)
from a reservoir providea in the system, and a~mospheric air.
26
3 27 In a preferred embodiment, the mixed liquid, exhaust
28 gases, PC~ gases, and air are admitted to the induction system
29 of the engine at the PCV inlet below the butter~ly valve.
31 The fluidic computer of this aspect of the present
32 invention utilizes the changing vacuum condition at the PCV inlet
33 in combination with the changing exhaust gas pressure and
34 temperature, to control the quantity and quality of the liquid
and also to control (in proper relationship to the liquid)
36 the amounts and proportions of each of the gases: exhaust,
37 PCV, and air added~ It achieves this control by means of a numb~r
38 of control variables provided by the fluidic computer system
39 itself, and supplies the
proper amounts~o~ each of these inputs for each condition o~ engine operation.
An important optional ~eature o~ the control sy~tem of the present
invention is a varia~le impedance $10w control mechanism. The control mechanism
produces an impedance to $10w through the mechanism which varies in a non-linear
relationship to the pressure dlfferential across the con~rol mechanism.
In a pre$erred em~odiment of the present invention this flo~ control
mechanism ~5` a main or primary vortex chamb.er having an outlet coDnected to the
PCV inlet and having inputs connected to two additional variable impedance flo~
control mechanisms.
In this particular em~odiment, two parallel ejectors ln a pipe connect-
ing the exhaust gases to a central axial opening o$ the vortex cham~er are used
to dra~ in the needed amounts of air and aqueous fluid and send them into the
~ortex cham6er, without a coupling between the aqueous fluid ejector outlet and
the intake manifold vacuum. PC~ gases are sent by a noz~le to a tangential inlet
into the vortex chamber.
In accordance ~ith.the present invention, there is provided a comhus~
tion control system for an engine having an intake manifold with.a throttle, a
PCV gas inlet opening into said intake mani$old, and an exhaust, including ln
com~inatlon: a vortex device having a vortex chamber ~ith a tangential lnlet,
a second inletland an axial outlet connected to said PCV gas inlet opening of
said inta~e manifold, said tangential inlet o$ said vortex de~ice being connected
to a supply~of gas at su~stantially atmospheric pressure, and an exhaust gas cun-
duit connecting the other said inle~ o~ said vortex device to said engine e.xhaust.
In accordance with another aspect of the invention, there ~s provided
a combustion control system for an engine having an intake manifold with a
throttle, a PCV gas inlet opening .into said intake manifold, and an exhaust, in
cluding in com~ination: a vortex device having a vortex chamber ~ith a tangential
38
inlet, and an axial outlet connected to said PCV gas inlet opening o~ said in-
take manifold, one said inlet of said vortex devicc ~eing connected to one fluld
conduit, an exhaust gas conduit connecting the other said inlet of said vortex
device to said engine exhaust, and ejector means in exhaust gas conduit for pump-
ing an additional fluid into said exhaust gas conduit and sending it into sald
vortex chamBer.
In accordance with another aspect of the invention, there is provided
a combustion control system for an engine having an intake manifold with a
throttle, a PCV gas inlet opening into said intake mani~old, an exhaust manifold,
and a PCV gas conduit, including in combination: a vortex device having a vortex
chamber with a tangential inlet connected to said PCV gas conduit, a central
axial inlet, and an axial outlet connected to said PCV gas inlet openlng of said
intake manifold, an exhaust gas conduit connecting sald exhaust manifold to said
axial inlet and having first and second parallel ejectors, with an air inlet open-
ing beyond said first ejector, thl~ough which air is pulIed lnto sald conduit by
the action of the exhaust gas passing through said first ejector, a gas outlet
beyond said second ejector, through which some of said exhaust gas is expelled,
and a fluid inlet between said gas outlet and sald second ejector, a fluid re-
servoir connected by a conduit to said fluid inlet, and an air intake opening
connected to said air inlet opening regulating air intake into said exhaust gas
conduit.
~ n accordance with anot~er aspect of the invention, t~ere ls provided a
combus~tion control system for an engine having an intake manifold with a butter-
fly valve, a PCV gas inlet opening into said intake manifold, and exhaust mani-
old, and a PCV gas conduit, including in ccmbination: a vortex device having
a vortex chamber with a tangential inlet and a central axial inlet, and a cusp-
like curved wall leading to an axial outlet, a first venturi tube connecting said
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~ \
axial outlet to s~id PC~ gas inle~ opening o~ said intake mcmi~old, a second
venturi tu~e connecting said tangen-tial inlet to said PC~ gas conduit, an ex-
haust gas conduit connecting said ex~laust mani~old to said axial inlet and hav-
ing therein first and second parallel ejectors, with an air inlet opening beyond
said first ejector, through which air ls pulled in by ~he action of the exhaust
gas passing through said first ejector, a gas outlet beyond said second ejector,
through which some of said exhaust gas is expelled, and a fluid inlet between
said gas outlet and said second ejector, a fluid reservoir connected by a conduit
to said fluid inlet, and a needle valve adjacent to said air inlet opening re-
gulating air intake into said exhaust gas conduit at an air intake opening, saidair lntake opening being spaced from and yet close to and in alignment with said
gas outlet, so that the gas therein and the fluid contained therein are fed to
said air ~ntake in a manner avoiding coupling of the fluid intake to said intake
manifold.
In accordance with another aspect o~ the invention, there i5 provided
a com~ustion control sy-stem ~or an engine having an intake mani~old with a butter-
~ly valve, a PC~ gas inlet opening into said intake manifold helo~ said butterfl~
valve, an exhaust ma~ifold, and a PCV gas conduit, including in comhination:
a vortex device hav~ng a vortex chamber ~ith a tangential inlet and a central
2Q ax~al inlet into an end wall, and a second tapercd and curved end wall leading
to an axial outlet, a first venturi tube connecting said axial outlet to said
PCV gas inlet opening of said intake manifold~ a seoond venturi tube connecting
said tangential inlet to said PCV gas conduit, an exhaust gas conduit connecting
said exhaust manifold to said axial inlet and having therein a first ejector ancl
an air inlet opening between said first ejector and said axial inlet, through
which air is pulled in by the action of the exhaust gas passing thr~ugh said
first ejector, an auxiliar~ condu-it snlaller in diameter than sa-id exhaust gas
5~3
conduit and openi~ng from i~t a~ead o~ saicl-~irst e~ector, said auxiliary conduit
~avlng a s-econd e~ector therein, a gas outlet beyond said second ejector, and a
~luid lnlet ~etween sald gas outlet and said second ejector, a fluid reservoir
c~nnected By~a conduit to said fluid lnlet, and a needle valve adjacent to said
alr inlet opening regulating air intake into said exhaust gas conduit at an air
intake opening, said alr intake opening being spaced from and yet close to and
ln alignment wit~ sald gas outlet, so that the gas therein and the fluid con-
tained therein are fed to said a~r intake in a manner avoiding coupling of the
fluid intake to said intake manlold~
Brlef Description of the Drawings
In the drawings:
Flgure 1 is a view in elevation and ln section o a combustion control
system embodying the principles of the invention.
Figure 2 is a view in section taken along the line 2 - 2 in Figure 1.
~ igure 3 is a detail view of a scoop for taking low-pressure gas from
the exhaust manifold.
.
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:
- ~.245~8
1 Description of a Preerred Embodiment
I
2 Fig. l sho~s a vortex unit 120 connected to an
3 intake manifold 2li below a butterfly valve 25 and preferably
4 using a standard PCV valve entrance 23 therewith. The con-
nection between the vortex unit 120 and thc intake manifold
6 24 may be substantially the same as in Fig. 1 of
7 U~S...Patent No. 4 183 338
8 or if desired the grooves 84 shown there may be .
9 omitted. In the present form of the invention,.the PCV g~ses
may flow pas~ a PCV valve 121, through a conduit 122,.and via
11 a small orifîce or nozzle 123 ~angen~ially enter a vortex cham-
12 ber 124 in the vortex unit 120, shown also in Fig. 2. Actually~
13 the PCV valve 121 exercises little, if any, control and may be
14 removed and discarded, the main control being at the vortex 124
itself; In most instances the PCV valve, if let in place, will
16 ~ot even move, and the total control is exercised at the vortex
17 -124.
18
19 Gas under pressure is picked up from an exhaust mani-
fold 125 and conducted through a conduit 126. If desired, as
21 shown in Fig. 3, there may be a scoop 127 to aid in getting
22 the gases from the exhaus~ manifold 125 to flow in~o the tube
23 126. The scoop 127 is not required unless there is a low back
24 pressure due to exhaust system tuning or the absence of a
muffler. In distinction to the device of US Patent No. 4 183 338
26 the vortex unit 120 is placed as close as possible to the in-
27 take manifold 24 and need not be as close to the exhaust mani-
28 fold 125. The conduit 126 may be a stainless steel tube and
29 may be provided with suitable insulation to retain heat. Pre-
ferably, the conduit 126 is relatively small in diameter to
31 avoid hea~ losses also. For example, on larger automotive
32 engines, thin-wall tubing with an outer diameter of about 1/4
33 inch and ~Jith a wall thickness of about 0.020 inch may be
34 used; for smaller engines the conduit 126 may have an outer
diameter o about 3/16 inch.
36
37 The conduit 126 leads into the axial center line o~
38 the vortex unit 120 at an inlet 128. In the conduit 12`6 ahead
I
1 of the inlet 128, is a first ejector 130 which is used to pull
2 air into the conduit 126 through an inlet port 131. Carbon de-
3 posits are avoided by omitting any diffuser section and simply
4 following the ejec~or with the full inner diameter o~ the con-
S duit 126. By spacing the ejector 130 well ahead of the inlet
6 128 -- by at least ~wice the diameter of ~he ejector nozzle, good
7 ejector pumping is obtained . The amount o air which can be - !
8 drawn into the conduit 126 is controlled by a needle valve 132, i.
9 A.spring 133 may be used to keep the needle v,lve 132 from
turning accid~ntally, due to ~ibration. ~he needle valve 132
11 controls an air intake orifice 134 by axial threaded adjustment.
12
13 ; A reservoir 135 for water or the like, is provided with
14 a conduit 136 which leads up to a constant diameter (e,g., dril-
led) outlet 137 just beyond a second ejector 140 in parallel
16 with the ejector 130. Exhaust gas f~o~ the conduit 126 passes
17 by a passage 141 to the ejector 140, and an outlet 142 ejects
18 the moisture ladden air to atmosphere. This outlet l42 is about
l9 1/8 inch from the exit of the outlet 137, and the outlet 137 is
in line and spaced only about l/4 inch from the air intake 134
21 for the needle valve 132, so that when the strea~ pressure builds
22 up through the ejector 140 it carries mois~ure in~o the inlet 134
23 and therefore via the ~alve 132 and the port 131 into the vortex
24 124. .
26 An important feature of this emb,_,di~ent of the invention is thatit
27 prevents any coupling of the intake manifold pressure to the water
28 outlet 137, which, if it took place would by itself draw water
29 into the vortex 134 in excessive amounts~ By having the outlet
137 separated from the inlet 134, with atmospheric pressure air
31 space in between, such coupling is positively prevented, and
32 instead there is a decoupling. The unc~ion is, of course, to
33 prevent excess amounts o moisture ~rom being drawn in due to a
34 coupLing effect. It is important that there be no~coupling at
all under engine idle conditions and decelera~ion conditions,
36 when no additional moisture is desired, and ~his, o course, is
37 the time when the vacuum in the intake man;fold is highest and
38 most likely to cause coupling were the structure differen~ and
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::
r - ~9 291L~8
. ' ' i
.
-1 were the water connected directly into the inlet 128.
2 !
3 The operation of the device of Figs. 1 and ~ is as
~ follows: The PCV products come in through the orifice 123
tangent~ially into the vortex 12b~. As shown in Fig. 2 9 the~e
6 gases may rotate cloc~wise, and this would be the ideal arrange-
7 ment for southern hemisphere operations and the equivalent; the
8 opposite (counter-clockwise) rotation would be used in the north-
g er-n hemisphere. Thus, the PCV gases are initiaLly separated from
and are ~herefore not greatly heated by the exhaust gases. Mean-
11 while, the exhaust gases are being cooled by the air and the
12 water. The rotating PCV products put also into rotation the ex-
13 haust gas, the air and the water which enter into the center of
~4 the vortex 124. These together in rotation create a choking
action at the exit 143 o~ the vo~tex 120, and this results in a
16 high impedance to fluid flow-through past the exit 143 thro~gh
17 ~ venturi-like member 144 into the intake manifold 24. To pre-
18 vent deposit of solids, the venturi 144 should diverge on its
19 outlet side by no more than about 12 and preferably less than
~ 6, and the vortex 124 s~vuld have its tapered or curved wall,
21 pre~erably sh~ped like a cusp cur~e, curved quite smoothly into
22 the venturi inlet. The venturi-like orifice 143 has a minimum
23 cross-sectional area designed to accelerate the gas flow to a
24 sonic velocity at its narrowed point. The optimum cross-sectional
~5 area is a l;near function of the cubic displacement of the engine.
26 Nevertheless, a very high degree of rotational energy does enter
27 below the butterfly valve 25 and creates a high degree of tur-
28 bulence as it intermixes with the fuel and the air of the car-
29 burator. This turbulence is a great deal of help in providing
much more uniform mixing of the fuel-air mix~ure, and in the case,
31 also of the added exhaust heat, moisture when provided, air, and
32 the PCV products. It also is the means by which the flow of PCV
33 products is itself properly monitored, as it provldes a high impe-
34 dance to flow at deceleration and idle so that only a small amount
of PCV products then flow. As the butterfly valve 25 is opened and
36 the vacuum in the in~ake manifold 24 decreases such that at full-
37 throttle it is only 1/2 inch, mercury, approximately.
38
.
1 This, then, reduces the amount of difference in pres-
2 sure between the intake manifold 24 and the atmospheric pres-
3 sure a~ the PCV tube entrance, (i.e., essentially atmospheric
4 pressur~) at the PCV valve 121.
S ' ' , I
6 At full throttle, because of the low pressure dif-
7 ferential across the vortex 124, (the PCV tangent entrance 123
8 is at one atmosphere and the intake manifold ~4 is only 1/2
9 inch Hg below atmosphere at full-~hrot~le), there is almost no
force to create tangential flow. Consequently, vortex rotation-
11 al flow essentially stops at full-throt~le, and ~he impedance
12 to flow through the vortex 1~4 including the vortex choke point
13 143 is subs~antially zero. There~ore, flow is maximum.
~4
As the throttle 25 is gradually closed, the intake
l6 manifold ~acuum gradually increases, thus increasing the pres-
17 sure differential across the vortex 124. The higher the vacuum
18 the higher the tangent PCV mass flow momentum with i~s resultant
19 increased impedance to fluid flow at the orifice 143. Consér-
vation of momentum causes the mass in rotation to accelerate
21 to higher and higher rotational speeds as the radius of rotation
2Z decreases. The axial flow becomes very small as the rotational
23 speed increases. With this ~he axia~ flow of all fluids becomes
24 very low.
~S
26 Because of the high pressure differential at the exit
27 143, there is no appreciable pressure dif~erential across the
28 PCV valve 121> and that valve stays full open. In fact, in the
29 ideal situation, the PCV val~e is removed, and a plastic shell
having the same shape may be substituted at this point. The
31 PCV products are controlled, therefore, by the vortex generator
32 120 and the impedance created at the exit 143. This same vary-
33 ing impedance at the exit 143 for the same reason, controls the
34 total mass flow that comes in wi~h exhaust heat, past the ejector
130 and the amount of water and air that are allowed to come in,
36 because the major impedance to the whole system is controlled at
37 ~he exit 143. The ratios of ~.he amount of exhaus~ gas and air
38 and the PCV product~ are controlled by the ratio of the orifices
- 12 -
~2~5~3
1 con~rolling each one.
3 The needle valve ~32 is also useful in providing an
4 adjustment for idle air control in cars where the former ad-
Justability of the idle mixture control valve has been taken
6 away.
8 O~e of the key features shown in Fig. 1 is that of
9 reducing the amount of energy used in the control system.In the
~ arrangement disclosed in IJS..Patent 4 ,183, 338 there is used rotatio-
11 nal energy for each of the major controls rwhich ener~y than ~ c~mon
12 when the ejector 130 i9 used and when orifices accomplish the
13 6ame flow control and preser~e the maximum amount of energy,
14 which is in a form of pressure differential so that it can
appear across the vortex 120 to create the maximum amount of
16 ~urbulence as it leaves the vortex generator; thus, the max-
17 imum amount of turbulence enters below the butterfly ~alve
18 and causes the maximum amount of mixiIlg of the fuel-air products
19 before the mixture r~aches the combustion chamber.
21 Fig. 1 also shows a significant em~odiment enabling
2~ rapid installation and also rapid part changes and adjustments.
23 Thus, the exhaust gas conduit I26 may, as shown, be made in
24 three sections 150, 151, and 152, the sections 150 and 152
~5 being straight and the section 151 as below. The section or
26 f tting 152 has a threaded end 153 that fits int~ a threaded
27 opening 154 in the exhaust manifold 125, and a hexagonal ,flange
28 1~5 near i~s center. The section 152 may have a ~hreaded end 156
~9 joined to the section 151 by a standard swage type fitting 1S6
with a seal 158. An identical fitting 157 may be used to ioin
3~ the sections 151 and 150. Insulation is not illustrated but is
32 preferably provided around the full length o the conduit 126,
33 and also around the vortex member 120 and other parts that are
34 to be kept hot. The section 150 may be secured to the vortex
member 120 by a slip fit and held in place by a set screw 159,
36 or the members 120 and lS0 may be m~de as a single piece or
37 brazed together.
38
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1 The first ej ector 130 may be slipped inside the tube
2 section 150 and held in place by a set screw 160, enabling
3 some adjustment longitudinally, or may be made as a ~ingle
4 piece, if desired. Similarily, ~he venturi tube 144 may be
5 held in a connecting tube 161 (which connects the vortex mem-
~ ber 120 to the intake manifold 24) by a se~ screw 162. With
7 this structure, ~he venturi tube 144 is easily replaced (as
B f or a change in sizes), as is the first ejector 130. This also
9 applies to a venturi tube 163 which supplies the nozzle 123;
it fits into the tube 122 and is held in place at a desired
11 location by a set screw 164. A~ain, unitary cons~ruction ~ay
12 be provided, if desired.
) 13
14 The needle valve 132 may be in a ~ousing 165 that may
be made as a unitary part of the section lS0, as by casting, or
16 may be brazed thereto. Similarilyl the second ejector 140 may
17 be located in a member 166 that may be an integral portion of
18 the section 150 or brazed thereto. If cast with the sec~ion
19 150, it may be split into two pieces to provide the passage 14I or
may be drilled and plu~ged; i~ brazed, the passages are provided
21 very simply,-and there will be a plug 167 inserted at the dead
22 end. A set screw 168 may hold the second ejector 140 in place.
23
24 The vortex member 120 may be made in two pieces 170
~5 and 171, if desired, as shown. The tube 161 and the venturi
26 tube 144 may be integral parts of the piece 171, if desired.
27 Press fits may be used instead of threading, of course~
28
29 The various sizes of the parts vary, according to such
things as the engine displacement. As an example, or a 225
31 cubic inch displacement, six-cylinder engine, here are some ex-
32 amples of a workable structure and the best I have made so far:
33
34
36
37
38
5~?8
1 ELEMENT ' LENGTll DIAMETER ORIFICE
. ~ - I
3 Ej ector 130 1~2" 1/4i' 0.080"
4 Ejectox 140* 3/8" . 1/8" 0.038"
5 PCV Venturi 1633/4" .1/4" 0.112"
6 Outlet Venturi 144 1" 1/4" 0.170"
. 7
3 * The orifice outlet 137 is 0.052 inch in diameter, to go into
9 the 0.038 inch orifice, and the fluid outlet 142 is spaced
1/8 inch from the exit of the outlet 137, which is about 114
11 inch from the air inlet 134.
12
? 13 The control assembly, comprising the assembled vortex
14 member 120 along wi~h the section 150 (including the installed
lS ejector 130, the ~ide passage 141 and its installed ejector 14Q9 ,~
16 and the needle valve assembly 132, 133, 165),~he tube 122 (with
17 its installed venturi tube 163), and the connection tube 161
18 (with i~s installed venturi tube 143) is readily installed in
19 the engine. A flexible hose 172 is used to connec~ the tube
: 20 161 to a ~itting 173 at the PCV inlet 23~ Similarily, a flexible
21 hose 174 of any sui~able leng~h may be used ~o connect the tube
~2 122 to a tube portion 175 of the PCV valve housing 176. Then
23 the sections 151 and 152 and the conduit 136 may be connected
24 to the section 150.
`26
27
28
29
31
32
33
34
36
i 37
38
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