Inducing Air

CLAIM OF PRIORITY

This application is a eontinuation-in-pait of and claims priority from U.S. Patent Application Serial No. ! 1/130,867, filed May Ka, 2005, and is also a contimumon-in-pari of and claims priority from U.S. Patent Application Sena) No. 10/423,576, filed April 25, 2003.. The entire contents of both applications are incorporated here by reference.

BACKGROUND

This description relates to inducing air.

In an internal combustion engine, for example, induced air from the ambient is røixεd with fuel prior to combustion. Good combustion can be achieved if the induced air is homogeneous and the fuel-air mixture has a particular ratio.

As shown in FIG ! , air is induced into an engine 10 of a typical automobile along an induction pathway that includes a breathing port 1.2, an air filtration system 14 within an air expansion chamber 15. intake port ϊό, tubing 18 leading to a throttle body 20 (shown schematically), to the atomization point 21 , where fuel injectors spray fuel into the induced air which is atomized within the induced air. Tubing 22 feeds the atomized fuel-air mixture from tho atomization point into me combustion chambers 24 of the cylinders 26, where it is ignited by spark plugs 28 controlled by a timing mechanism 30.

The efficiency of the engine depends on the amount of oxygen that is available from the induced air to mix with the fuel at the point of atomization. The ambient air, and thus the induced air, contains about 21 % oxygen and 78% nitrogen. A typical engine is designed to use an air/fuel ratio of about 1 to 14 by weight at the point of aiomization.

As shown also in FICi 2, the ambient air is inducted by the suction of the engine vacuum acting through the air filter 1.4 (which removes particles from the air's and into air expansion chamber 15, and through intake port 16, and through the piping 18 and an intake manifold 17 thai lies along the length of the engine next, to the intake ports 19 of the cylinders, ^' [ ^' he sucking occurs in cycles as each cylinder in turn undergoes an intake stroke as the piston is drawn away from Us associated iniaJke port 19. The cycling causes the air to be induced and to arrive at the intake manifold in successive bursts 30. ^" The

separation between successive bursts is smaller the higher the revolutions per minute (RPM) of the engine as selected by the driver using the ihrottie pedal. The timing between successive intake strokes also depends on the RPM. During the intake stroke, of a given cylinder, one of the bursts of air is located at the right position along the intake manifold to be drawn into the atoraization point 2! For mixture with the fuel.

SUMMARY

Irs general, in one aspect, a mechanism is configured to receive air which has been sucked through a device that imparts turbulence to the air. The mechanism is structured to establish regions of enhanced oxygen density in the air at locations downstream of the mechanism, and is spaced apart from the device by a gap of between 0. i mm and 10 mm. hnpiementations may include one or more of the following features. The gap is between OJ mm and 5 mm. The gap is between 0.1 mm and 1 mm. The gap is between 5 mm and 10 mm. The gap is variable between 0.1 mm and 10 mm with as amount of suction. The gap is variable between 0.1 mm and 5 mm with an amount of suction. The gap is variable between CU mm and 1 ram with an amount of suction. The gap is variable between 5 mm and 10 mrn with an amount of suction,

In general, in one aspect, a mechanism is configured to receive- air which has been sucked through a device that imparts turbulence to the air. The mechanism is structured to reduce a stage of low-amplitude, high-frequency turbulence imparted to the air as it is being sucked through the device, and is spaced apart from the device by a gap between them of between 0.3 mrn and 10 mm.

Implementations of the invention may include one or more of the following features. The mechanism is also structured to reduce effects that are due to bands of turbulence produced m the air by stroking of an internal combustion engine. The mechanism is also structured to reduce effects thai are due to phase shifts within bands of turbulence produced in the uxr by stroking of an interna! combustion engine ^' The device that imparts turbulence to the air is included. An air box and a frame to position the mechanism within the air box are included.

In general, in one aspect, at a location beginning between 0.1 mm and W mm downstream from a device that imparts turbulence to a flow of air that is being sucked

through the device on its way to a location where oxygen in the air is to be consumed, components of the air are redistributed so that when the air arrives at toe locution where the oxygen is to be consumed there is an enriched supply of oxygen available.

Implementations of the invention may include one or more of the following features. The redistributing of the components includes imparting centrifugal force to separate components of the air based on their relative masses. The redistributing of the components includes spinning the asr that is sucked through the device. The spinning comprises deflecting the air on deflection surfaces. The components of the air are redistributed beginning at no more than a small distance from the device through which the air is being sucked. The device through which the air is being sucked comprises an air filter, ^" The location at where the oxygen is to be consumed comprises an atomization point in an internal combustion engine. The components of the air comprise oxygen and nitrogen. The redistribution of the components comprises causing at least one of the components to tend to occupy a central cylindrical region and at least another of the components to tend to occupy a cylindrical shell around the central cylindrical region. The oxygen tends to occupy the central cylindrical region, ^' The oxygen tends to occupy the cylindrical shell. in genera!., in one aspect, availability of oxygen contained in a supply of air at a downstream location in an engine is increased by, at a location beginning between 0.1 mm and 10 mm from the intake filter, mechanically separating oxygen and nitrogen at an upstream position in an air induction path leading from an intake filter to the downstream position.

In general, in one aspect, at a location beginning between OJ mm and H) mm downstream from a device that imparts turbulence to a flow of air that is being sucked through the device on its way to a location where oxygen in the air is to be consumed, regions of enhanced oxygen density are established in air flowing along a confined path by imparting angular velocity to the air. Imparting angular velocity to the air may comprise moving the air in a spiral path. in genera L in one aspect, at a location beginning between 0.1 mm and 10 rnrn downstream from a device that imparts turbulence to a flow of air that is being sucked through the device on its way to a location where oxygen in the air is to be consumed.

regions of enhanced oxygen density are established in air flowing along a confined path by causing components of the air having higher masses to move radially away from the path along which the air is flowing.

In general, in one aspect, at a location beginning between 0, i mm and IC) mm downstream from a device that imparts turbulence to a flow of air that is being sucked through the device on its way to a location where oxygen in the air is to be consumed, regions of enhanced oxygen density are established in air flowing along a confined path by causing components of the air having higher masses to move radially toward the path along which the air is flowing. m genera ⁾ , in one aspect combustion in an interna! combustion engine is improved by, at a location beginning between 0,1 mm and 10 mm downstream from an air filter, establishing regions of enhanced oxygen density in air flowing through the air filter and into a combustion chamber of the engine by imparting angular velocity to the aif or decreasing turbulence in air flowing through the air filter and into a combustion chamber of the engine by imparting angular velocity to the air.

Implementations of the invention may include one or more of the following features. The redistributing is performed at a location beginning between 0.1 ram and 3 mm downstream from the device. The redistributing is performed at a location beginning between OJ mm and I mm downstream from the device. The redistributing, is performed at a location beginning between 5 mm and 10 mm downstream from the device.

Other advantages and features will become apparent from the following description and from the claims.

DESCRIPTION

FfG 1 shows a typical gasoline engine. FIG. 2 shows an airflow pattern in an induction manifold. FICi 3 shows an effect of dust on a single pore of an air ft Her, FICi 4 shows an input and output velocity distribution along a reverse nozzle. FIG. 5 shows a graph of a critical Reynolds number versus a xior/Ae contraction ratio

PIG. 6 shows air permeability of a revere nozzle at different velocities.

FfG. 7 shows an air density distribution across a filter chic to pore non-ursiformity.

FlG. 8 shows bmld-up of turbulences in an engine cycle (4 induction strokes),

FKi 9 shows a geometrical illustration of turbulence build-up.

FlG. 10 shows concentration of oxygen in the center and nitrogen at the periphery (for center air intake).

FIG. 1 1 shows a concentration of nitrogen in the center and oxygen at the periphery (for side air intake),

FIG. 12A shows a spinner placement.

FIG. 12B shows a high molecular collision and crossover zone,

FICl 12C shows & top view of seif-adjusting spinner height.

FIG I2D shows a side view of self-adjusting spinner height.

Figure 12 E shows airflow channels.

Figure 12EA (also referred to as 12F in the text) .shows combustion and power profiles for a high turbulence air supply

Figure 12KB (also referred to as 12G in the text) shows combustion and power profiles for a low turbulence air supply.

Figure 1.2F (also referred to as 12H in the text) shows an air intake port with ! to 2 cni clearance.

Figure 12G (also referred to as ϊ2I in the text) shows an air intake port with 2 to 5 cm clearance, figure f 2H (also referred to as 121 in the text) shows an air intake port with more than 5 cm clearance.

FIG. !3A shows a vane arrangement for concentrating oxygen in the center.

FIG. OB shows a vane arrangement for concentrating oxvgen in the periϋherv.

FKl. OC shows a suction force range at low RPM.

FUG. OD shows a sue lion force range at high RPM,

FKi 14A shows an air box with central intake.

FfG, 14.B shows an air box with periphery intake,

FlG, 15 A shows a self-adjusting vane angle.

FlG, 15B shows a mechanism to reduce nitrogen.

FiG 16 shows separation of oxygen and nitrogen.

FIG. 17A shows formation of a bubble in the intake lube.

FICJ. ! 7B shows an oscillating range of nitrogen.

FIG ISA sl ^' sows dead zones between strokes with respect to time

FIG. ISB shows dynamics of a nitrogen bubble between strokes.

FIG, ISC shows an absolute time representation of dead zones.

FIQ 19 shows a mechanism to maintain intake air temperature,

FKJ, 20A shows a top view of a spinner concentrating oxygen in center,

FK3. 20B shows a side view of a spinner concentrating oxygen in center,

FIG. 20C shows a cross-sectional view of spinner concentrating oxygen in center.

FIG. 21 A shows a top view of a spinner concentrating oxygen i.n periphery,

FIG 21 B shows a side view of a spinner concentrating oxygen in periphery

FIG 21C shows across-sectional view of a spinner concentrating oxygen in periphery.

FIG 22 shows a spinner part of the Filter box assembly.

FiG 23 shows a schematic side view of a spinner and its distances from a filter and a air intake port,

FSG. 24 is a schematic view of an intake path.

Apparently, designers of the air filter 14 and the piping IS leading to the intake manifold of a typical engine have assumed {hat the air that is sucked through the air filter and the piping will inherently maintain the same oxygen/nitrogen profile (that is, the relatively random positions of nitrogen and oxygen molecules in the ambient air) as in the original ambient stale before being induced.

On that assumption, the desired amount of oxygen is expected to be available at the moment of, and at the point of atomization, so that the air/fuel mixture will produce the designed level of efficiency in operation of the engine.

Yet a close analysis of the airflow within the induction system suggests that the assumption is likely wrong, for the following reasons.

An air filter is typically made of a paper or synthetic material that has a nonuniform distribution of pores. The material is pleated to increase the surface area through which the inducted ambient air will flow. Both the non-uniform pore distribution and the

pleating contribute to non-uniformity in the velocUy distribution of the air across (he output surface area of the filter. This non-uniformity of the velocity distribution at the output surface imparts at least two important effects to the characteristics of the induced ah ^" when it eventually reaches the point of atomization.

One effect is a high degree of turbulence in the induced air at the pohu of atorni nation. The other effect is a randomness in the density of air at the point of atomizatiσn caused by the high and low density bands of air along the length of the induction piping produced by successive suction cycles along the induction path, as explained below.

The turbulence is also increased by the pressure differences that are created between the input side and output side of the filter as the engine strokes.

The increased turbulence in the air or? the output side of the air filter is attributable in part to the mode in which the pores of the filter .material operate to pass air from the input side So the output side, As the engine strokes suck air through the filter material, panicles in the air are trapped on the input surface of the filter in the vicinity of each of the pores, in particular around the entrance of the air channel that, conducts air through the pore.

As shown in FiCsS. 3λ and 3B, which illustrate a single pore 40 schematically in cross-section, the collection of these particles 42 tends to cause the pore to act as a nozzle 44 operating in an opposite mode from the usual mode of a nozzle. In the normal mode of operation of a nozzle, relatively turbulent air enters through a wide entrance, flows through the contraction of the nozzle, loses some uf its turbulence, and then jets out. the narrower exit in a relatively laminar form with a higher velocity. For a nozzle in the reverse mode, as in FiGS. 3A and 3B, the opposite is true. The air is received at a relatively higher velocity, loses its relative laminar form, loses some of its velocity; and exits into the vacuum with a relatively higher turbulence. This turbulence, in addition with the turbulence introduced due to inter-molecular collisions at the output ends of the reverse nozzles, is referred to as the "first level turbulence" in later paragraphs. This is a high frequency., low amplitude turbulence component of the air that is sucked into the housing on the downstream side of the filter material.

FIG 4 illustrates a nozzle operated, in reverse mode with air entering from its narrow cross-section end {46} and exiting from its wider cross-section end *4?5. Because of its gradually increasing cross section (from left to right in the figure), ϊhe nozzle increases the velocity non-uniformity in the air. The shape and dimensions of the nozzle determine the magnitudes of velocity and their τιon-uniformity across the output side.

Assume that air enters with a velocity Vl (45) at one point of intake cross-section 46 and enters with a velocity V 1+DV ]. (51.) at another point of the same cross section. Assume also that the pressure is constant at ail points of the cross section. At the exhaust cross section 47, the air velocities at the exit are V2 (48) and V2+DV2 (52). Applying Bernoulli's equations for these two streamlines and neglecting the square values of DVl and DV2, we obtain: Vi*DVl=V2*DV2 or DVl=DV2*V2/Vl. If the fractional velocities at the .nozzle inlet and outlet are a I=DV I /Vl and a2~DY2/V2, then substituting DV l from above yields: ai.~DV2 (V2/V! ^λ 2H>V2 (V2/(V2/π) ^λ 2)~ri ^λ 2 a2, where n-V2/Vi which is a fractional value and also equal to FI/F2, which is the contraction ratio of the nozzle measured in cross-sectional area Fl. (49) and F2 (50) are the cross sectional areas of the input and output sides respectively; of the reverse nozzle. Then a2-~aI/n ^λ 2. Tims the velocity va.nat.ion at exhaust cross section 47 is higher, because π ^λ 2 is a fractional value, and the increase in the velocity variation at cross section 47 wifi be accompanied by higher turbulence (that is, a greater variation of velocities) at the exhaust cross section 47.

The contraction ratios of the nozzles formed by the pores of an air filter vary widely and the different contraction ratios appear in random order across the filter. The critical Reynolds number for a sphere as a function of the contraction ratio n as .measured by Homer is shown in FiCI 5. The increasing turbulence is established by the fact that the critical Reynold; number decreases with decreasing contraction ratio, ϊn addition to the accumulation of particles on the input side of the filter material, which constrains the size of the pore openings, a second effect that forms nozzles is high differentials in pressure between the input (ambient) air side and the output side of the filter (where the pressure is negative). These high pressure differentials effectively turn pores into nozzles because of the formation of high air-density regions around the edges 60 of the pore entrances 62 as shown in FIG. 6A. As illustrated in FICjS. 6.B and ό€, as b

the engine suction increases, the pressures along the sides of the pores will imid to equalise (FIG. 6B), This will be the most efficient working poim for the filter pores. As the engine speed further increases, the capacity of the pores lend toward their maximum and efficiency decreases again (FIG, 6C).

Ax shown in FiG. 7. because of the random nature of the web of filter materia! in which the pores are formed, the orientations of the axes 70, 72, 74 of the nozzies vary. The cross-sectional profiles of the turbulences in the molecules as they exit a nozzle depends on the orientation of the axis of the nozzle relative to the axis 76 of the suction thai is pulling the molecules through the nozzle. When the pore axis 70 is aligned with the suction axis, the variability in turbulence among the different molecules is relatively low across the outlet of the nozzle, although the directions of the flows of different, molecules exiting the nozzle outlet vary widely, For a nozzle axis 72, 74 not aligned with the suction axis, the molecules are more turbulent at the outlet of the nozzle and have a distribution of velocities that varies from high to low across the outlet. The air molecules will undergo acceleration along an axis defined by the vector addition of the axis of suction and the axis of the pore, because of the pressure on the air due to the walls of the pore. Thus, there w.il! be a high -density area closer to the suction axis and a low-density area away from it.

In the non-suction periods between the successive suctions that are associated with the strokes of the cylinders of the engine, the suction force slops and no substantia! amount of new ambient air is being drawn through the filter. However, the relatively higher density bursts of air that were sucked through the filter m earlier strokes continue to move, due to momentum, along the air induction pathway, separated by relatively lower density regions. And the molecules of the higher density regions are subjected to increasing turbulence during the non-suction periods.

FIGS. 8 and 9 illustrate the turbulence states of successive bursts of air that are generated at the output side of the air filter and move along the air induction pathway toward the intake ports of the engine. Bach burst undergoes increasing turbulence as if moves along the induction pathway.

As shown, two representative filter pores 80, 82 have axes 84, 86 that are not aligned with the suction axis SS, The velocity of the air in each pore, is higher along the

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side that is more upstream with respect to the suction axis and the air along that side is of higher density. As a result, the burst of air at position 90 has a cross-section of velocity and density areas that depend on the orientations of the pores that produced it. The ligure implies that the variation of density from high to low and to high again is strictly periodic across the hurst of air, but the actual profile will depend on the random orientations of the pores from which the air burst is derived.

During the non-stroke period that follows its formation . the air burst at location 90 progresses along the induction pathway to occupy an intermediate position 91. At the next suctson period, it will move further and occupy the succeeding position 92. During the next suction period, the hurst is pulled further along the induction pathway and acquires additional turbulence.

The additional turbulence is imparted as the higher density air regions tend to move faster and to diffuse because air flows from higher density or pressure to lower density or pressure toward each other, thus entraining the slower moving lower density air. Thus, as an air burst reaches position 92 the variations of density across the burst are approximately the converse of what they were at position 90. By the time it reaches each successive position 94, 96, the airburst has undergone additional turbulence compared to the prior position and the positions of the denser and less dense regions have undergone approximately, a 180-degree phase shift in each case. The suction forces imparted by the successive four strokes are shown schematically at the top of FfG. 8.

Although the bursts of air are shown as having strictly con lined boundaries on the upstream and downstream edges, in fact, there is a more gradual transition between each of the bursts and the adjacent low-density regions.

Nitrogen molecules have a lower molecular weight than the oxvgen molecules. The same suction force is being applied to both. Thus, because acee-leratton-force/mass, the nitrogen molecules in the air will gain higher velocity in a given time (since velocity-acceleratiOivHirae), in the turbulence than will oxygen molecules. With each successive suction cycle, nitrogen molecules undergo additional acceleration, and move faster and thus keep leading and collapsing when the suction force stops. Nitrogen, am;, to sis lower mass, decelerates faster than oxygen, and thus can be thought of as collapsing in the path of flow around the oxygen molecules.. Because the ratio of nitrogen molecules to so

oxygen molecules is 4: 1 , it is thought that the nitrogen may form a barrier just in front of the oxygen molecules.

Thus, it is believed that the pleated construction of the filter and the acceleration and deceleration of the air mass due to engine stroking continually introduces turbulences into the air and forces the nitrogen to collapse around the oxygen. As the nitrogen and oxygen encounter each dead zone, the oxygen with its higher momentum continues to move forward because it experiences a lower deceleration effect than the nitrogen. The nitrogen decelerates faster and collides with ihe oxygen molecules. As a result nitrogen moves over and around the oxygen, surrounding IL Nitrogen is available in greater abundance, and there are 4 molecules of -nitrogen, which are available to surround the one molecule of oxygen. When the engine begins suction again, the nitrogen undergoes greater acceleration than the oxygen and again collides with the oxygen, in this stage also, lhe nitrogen will move over the oxygen and this will result in even more encapsulation of the oxygen molecules. in FIG 9, the zigzags I IO added to the arrows represent the turbulence factor added after each stroke.

As each burst of air is subjected to another sucking cycle to draw it along the induction pathway and into the intake manifold, the nitrogen molecules, which have now substantially encapsulated the oxygen molecules, undergo additional increases in turbulences due to the rib-like structure within the air box (that is, the housing for the filter) which are typically present to impart strength to the box,

In the ca.se of an automobile that uses direct intake (in which the ambient air intake pipe opens directly to winds impinging on the from of the automobile), the ambient air creates an even higher pressure differential between the input and output sides of ώe filter causing it to further restrict airflow through the nozzles. Consequently, the engine uses more fuel Io compensate for the power losses occasioned by the backpressure in the induction pathway, in order to .maintain the velocity of the car. This phenomenon is more significant when driving against the high winds as illustrated in FIGS. 6B and 6C.

To summarize, the air filter is believed to impose turbulence on the ambient air in several ways; the turbulence imposed at the nozzle output immediately adjacent to the

otnput side of che filter; the dynamics of the engine when stroking either in the steady slate or in acceleration/deceleration mode which causes a continuous change in suction force and in (he duration of the dead zones between the strokes; and the effect of the rough surface of the inner walls of the filler housing which adds further losses to the air velocities.

Each of these turbulences carries at least three different, kinds of random ene.rg.ies: one kind similar to the white noise in radio frequencies, is due to the non-uniformity of material and construction of the filter material; a second kind due to the construction of the air box; and a third kind due to the successive stroking of the engine. The bands of air progressing along the induction path are in effect a waveform with a certain instantaneous frequency. This wave becomes the carrier for lhe first and second turbulences (also waveforms) just as two waves that pass each other result in a wave that is the sum of the components.

Further, it is believed that the concentration of nitrogen molecules around the oxygen molecules operates as a barrier to the mixing of the fuel with the oxygen at the atomization point and hence reduces the efficiency of combustion.

Plow control techniques downstream of the air filter can be applied that are designed not only to work against the effect of the nitrogen molecules blocking the oxygen molecules from combining with the fuel but also to enhance the density of oxygen molecules that are available for mixing with the fuel af the utomization point. During the combustion process, this ready availability of oxygen will result in more efficient combustion than if the techniques were not applied. These techniques also decrease me pressure differential between the input side and the output side of the filter.

One key technique is to alter the induction pathway in a manner that causes the nitrogen and oxygen molecules to be separated across the broad cross-sectional profile that exists at a point near to the downstream side of the filter and then to take advantage of the separation to assure that a higher density of oxygen molecules are available to mix with fuel at the atoirnxation point and that the nitrogen molecules are less of a barrier io that nisxmg.

The induction pathway can be altered in such a way that the nitrogen molecules and the oxyaers molecules undergo different modes of motion because of their different

molecular weights, causing them to separate spatially and enabling the mix of nitrogen and oxygen at the atorøization point to be manipulated to achieve more efficient combustion.

One way to alter the pathway uses vanes (as shown in FIQ 10} (m some examples, the vanes form a so-called passive spinner 120) that spin the air around the axis of suction and thus cause the nitrogen molecules, which have a lower molecular weight, generally to form a cylindrical outer shell 122 downstream of the vanes while the. oxygen molecules generally foπτs a central column 124 within the shell. Spinning the air as it is sucked along the pathway imparts an outward force component that causes a larger outward acceleration of the nitrogen molecules than of the oxygen molecules. Jf the relatively small diameter port 125 that already typically exists between the filter housing and the intake, manifold is positioned on the housing so thai it draws air .from the center column, the oxygen will be drawn to the intake manifold first 126, followed by the nitrogen 127, thus offsetting some of the effects of the nitrogen acceleration, and assuring that more, oxygen is available to mix with the fuel.

The profile of the air mixture entering the induction tube- is believed to he somewhat spherical with oxygen molecules in higher concentration on the ouler portions of the sphere and nitrogen molecules in higher concentration on the imier portions of the sphere.

In other cases, me vanes can be arranged (see FIG. 11) to direct the oxygen molecules to the outer shell 130 and the nitrogen molecules to the inner column 128 by- causing an inwardly directed larger acceleration of the nitrogen molecules. Then, if the air is sacked from the shell rather than the core, the oxygen-richer portion of each burst 132 will reach the atomization point first.

Other arrangements of vanes may also be possible,

The choice of which type of vanes to use, how many to use, what con. figuration they should have, and how to position them, will depend, for example, on the configuration of the air box and the location from which the intake air ss removed from the air box (sec FiG. 12A), i.e., the location where the intake port 140 is placed in the air box. The air box 143 is often rectangular in configuration.

Il ϊS believed that as the air is sucked through the filter 142, at u high velocity, it flows out of the output side of the filter in multiple directions as described earlier. As it jets oui of the filter pores, there is a crossover effect produced by the different fractional velocities of air molecules from the filler output. This effect forms a turbulent transition zone 144 just above the filter surface where the intensify of inter-molecular collisions is high. The thickness of this zone depends on the pressure differentials between the input and output of the filter pores. The spatial restriction imposed by the pleats may contribute also. The turbulent region may he as short as 0.1 mm but may be larger depending on such factors as the power of ihe engine, the temperature of the ambient air. the size of the air filter, the cross --sectional area of the air intake pathway, the force of the suction exerted by the engine on the intake stroke. For example, larger engines tend to exert higher suction during the intake stroke, and this results in the turbulent region extending farther from the air filler. The region tends to be shorter when the ambient air is colder and thicker when the ambient air is warmer.

Experiments initially indicated that the thickness of this transition zone ranges between f mrn and 5 ram. More recently, experiments have indicated thai the thickness is as low as 0.1 ram in some engines. Conversely, in larger engines or when the ambient air is warmer, the transition zone may be as large as H) mm. When a spinner 135 is placed so that the air is captured just above this transition zone, the observed results are favorable.

It ϊS desirable to capture the moving air between the transition zona and the position where the second stage of turbulence is being produced predominantly by the engine strokes. Although the first stage of turbulence in the transition zone is also created indirectly by the engine stroke, the predominant turbulence- generating factor for the first stage of turbulence is the operation of the pores as reverse nozzles as the air leaves the pores.

The first stage of turbulence, introduced by the reverse nozzle effect of filter pores, is a high-frequency, losv -amplitude effect. The second and third stages of turbulences, which are due to engine strokes and the filter box housing are relatively low in frequency and high in amplitude. Those stages of turbulence are reduced at the compressions taking place at intake port 16, throttle 20, and the air output port 19 that leads into ϊhe combustion chamber, as shown in FiG 2. By contrast, the first stage u

turbulent air component is carried all the way to the alomixation point and into the combustion chamber. We believe, on the basis of experimentation that the first stage of turbulence is one of the factors that lowers air density, and consequently, oxygen density in the combustion chamber.

When the air is deflected fro.ro the vane surfaces, incidental losses will occur. If the surfaces are smooth enough, some of the first-stage turbulent energies will transfer into incidental losses and the air exiting the spinner will cany less of the in first-stage turbulence. Therefore placing the spinner just above the transition zone to capture the first-stage turbulence is believed to be important, so that the first-stage turbulence does not become part of the second-stage and third-stage progression of turbulences,

FIGS, 12EA and 12EB show anticipated combustion and power profiles as a function of time in cases of a high first-stage turbulence air supply and a low first-stage turbulence air supply; i.e., when a spinner is used. As shown, the high -turbulence air supply 1.202 will result in a certain amount of combusted fuel 1212 and this combusted fuel will result in the converted power 1220. The fuel that will remain uneorahusted 1.208 will result in unutilized power 1222.

PKI 12EB shows the corresponding components for a low-turbulence air supply 1.2(M ⁾ , combusted fuel 1210, uncombusted fuel 1206. The power curve shows converted energy 1216 and unutilized energy 1218. We believe that the amount of fuel that will be combusted is greater in this case, as is the converted energy.

The distance for placement of the spinner (called the "gap spacing" below) depends on the filter and air box designs and the thickness of the turbulent transition zone as discussed above, The gap spacing is measured between the bottom edges of the spinner vanes and the top edges of the pleats of the filter. Favorable gap spacings for a particular application can be determined experimentally.

If the spinner is placed in the transition zone, the spinner is relatively ineffective. Experiments showed that putting the spinner too close to the filter reduced gasoline mileage. We have tound that it is desirable to place the spinner far enough away from the. upper edges of the filter pleats so that the air that is striking the spinner vanes is in a state just before the second stage of turbulence.

Factors thai seem to affect the choice of a good gap spacing correspond to the factors discussed above that affect the thickness of the turbulent transition zone and include the (liter material pore density and the number of ^" pleats in the filler, which vary from manufacturer to manufacturer, and the amours! of clearance between the filter and the intake port within the air box. For air boxes in which the clearance is high, the gap spacing may he within the range of I mm to 5 mm. Air boxes wsih higher clearances allow more expansion room for the incoming air and need a larger gap spacing, such as 5 mm to H) mm. In other examples, the gap spacing may need to be as low as 0.1 mm.

An alternative mounting can be designed to take the dynamic variation of thickness of the turbulent zone into account (as shown in FIGS. I2C and 12D). The changing suction pressure of the engine causes changes in the exit velocities of molecules from the filter pores. These molecules build up a small variable pressure outline over the filter surface just before going into the turbulence zone, and [he height of the turbulence zone changes according to the change in suction force,

If the spinner is mounted on a flexible skirt material 145 attached to a frame 137, which will re --adjust the height 146 fsee FlG. 12D) of the spinner above the filter surface hi proportion to the thickness of the turbulence zone, the efficient range of operation of the spinner will be further enhanced, m some examples, the flexible skirt will permit the gap spacing to fluctuate between a minimum and maximum gap for the particular application in response to pressure change, which lias been found to improve Che mileage. For example, the gap may vary between 0,1 mm and 1 mm. between 0.1 mm and 5 mm, or between 1 mm and 10 mm. The actual range will depend on many factors.

FKl .12 E shows a typical vane 149 (or fin) used in the spinner. The diagrammed vane is designed to create a velocity component of larger magnitude 1.141 along the outside, and a velocity component of lower magnitude 1143 along the inside of the vane. Thus, in terms of fluid permeability, the permeability of the diagrammed vane is higher along the peripheral area 148 and lower toward the center 147. Because of the difference in molecular weights, the nitrogen molecules will thus be deflected toward the outside of the vane and will foπyj a zone of higher nitrogen concentration 148. The oxygen molecules will gather around the area of the lower velocity component and will form u zone of higher oxygen concentration 147. As has been described earlier, a vane that

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creates the opposite effect can also be used. In such case, die oxygen abundant area will he on the outside and the nitrogen abundant area will be on the .inside of foe vane. The location of the port inside the air box determines which design is to be used.

FIGS. 12F, !2G and I2H show the variation of angle of inclination of the vanes of a spinner for different air boxes. The angle of inclination of the vanes are dependent upon the clearance between the top of the spinner and the air intake port within the air box . For air boxes with lower clearance, a smaller angle results in belter efficiency. For air boxes with larger clearances, the angle of inclination has to be increased.

In the FIGS. !2F, .!2G and HH, the x-axis is perpendicular to the axis of suction, which is indicated as the negative y-axis. The angle of inclination 151 indicates the angle between the plane of the surface of the spinner vane 145, The vane itself is not planar; rather, it is a three-dimensional airfoil with a curvature that can be considered to be formed along a median plane 153. The angle of inclination is the measured aπsle between this median plane of the vane and the x-axis. There are many possible configurations and designs to set the pathways for separation of the oxygen and the nitrogen. In some examples, the airfoils have a simple shape. In other examples, they are similar to blades of a commercial fan in testing our hypothesis. While both have shown positive results, we believe that neither of them may be the most efficient design for separation.

If an airfoil were designed specifically for the purpose of separation taking the airflow characteristics in an automobile air box into account, higher efficiency may result.

The angle of inclination for either an outward spinner or an inward spinner is chosen as a function of the clearance 152 between the air intake, port inside the air box and the msjde filter surface.

Referring again to FIGS. 12F, 12G, and 12H, different incident vane angles of different spinners will create different airflow patterns. Thus, the profiles of the oxygen and nitrogen zones at the level at which the air intake port is placed m the air box will vary. It is useful to choose a spinner with a vane angle that produces an optimal separation of oxygen and nitrogen at the location of the air intake part. By doing so, higher efficiency wsll he achieved. Typical angles for good efficiency are between 35 and 45 degrees from the horizontal surface of the filter. F(G. 13 A and FϊG I 3B show spinners

having four vanes 155 each. For each spinner, each of the vanes has a planar surface that is at the selected angle of inclination chosen to be suitable for the air box for which it is designed, FiG 13A shows a spinner that creates a central oxygen-rich area while FIG OB shows a spinner, which creates an oxygen-rich peripheral area. These diagrams are for illustration purposes only.

Other implementations of spinners may contain other .numbers of fins 155. and the shape, size, and placement of the fins may vary depending upon the shape, size and air expansion clearance of the air box of the vehicle. The air expansion clearance can be defined as the vertical clearance between the top surface of ihe filter and the air intake port withm the air box. The shape, and size of the fins should be designed so that the most efficient separation of oxygen Ls achieved for the volume of the air box. Placement of the spinner will depend upon the location of the air intake port within the air box, as will the selection of the type of spinner to use.

The proper placement of the spinner unit has to be achieved in order that a good (ideally, optimal) supply of the oxygen-rich air .is available at the position of the air intake port already built into the air box cover. This placement has to be chosen along ail three axes, the x and the z~ax.es along ihe horizontal surface of the filter, i.e.. the filter's length and width, as well as along the y-axis, i.e., the height above the filter surface where ihe spinner is placed. When all three of these parameters are correctly adjusted depending on the air box being targeted, an optimal oxygen-rich area can be generated at ihe air intake port.

As the engine suction occurs, the air being sucked will be from a certain fairly well defined region within the air box, 'This region of suction, called the "suction range ^" , changes in volume as engine suction changes. Specifically, the suction range will become narrower relative io the suction axis as the force increases, and therefore the volume enclosed by the boundaries of the suction range will decrease with increasing suction force. For efficient utilization of the spinner unit, it is important to design and to place the unit so that the oxygen-rich channel falls within the dynamics of the suction range of the air intake port.

PK), DC. shows the conical suction range 158 that is mapped from the asr intake port at a lower suction force, e.g., at lower engine rpm. The figure also shows one vane

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156 of a spinner and a suitable flow pattern. FIG. 13D shows the conical suction range 159 that is mapped at a higher suction force, i.e. higher engine rpm. As described, the volume enclosed by the boundaries of the suction range is now smaller and the boundaries themselves are closer together than at the lower suction force case- The figure also shows one vane L56 of a spinner and a suitable flow pattern.

FKl 14A shows an air box 168 with the ambient air intake port 166 in the middle of the air box, FlG. 14B shows an air box which has the intake port 166 at the side of the air box. However, a spinner creating a central oxygen-rich column is used with an air box of the type shown in FIG 14A and one that creates an oxygen-rich shell is to be used in the case of an air box of the type in FKl .14B).

The spinner could also have a mechanism for self-adjusting the angle of inclination of the fins (FIG 15A). In such an arrangement, the fins are supported between an outer cylinder 170 and an inner cylinder 172 (only one fin is shown in the figure.) The outer cylinder 170 includes a guide slot 175, and the inner cylinder 172 includes a guide slot 177. The fin !SO is supported by two fixed pivots 182, 184 and by two pins 1.86, 188 that ride in the guide slots. This enables the fins to pivot in order to change their angles of inclination as the pressure changes depending on the suction force of the engine.

At lower engine speeds it is preferable to have a siraigbter path of air through the spinner, because the suction force is low and a significant ^" portion of the suction force would he required to overcome the drag of the fins. In such a case the angle of inclination, measured from the horizontal, should be large. As the engine speed increases, the auction force increases as does the volume of air flow in a; past the fins. The ansrle of inclination would then change so that now it will be of a lower measure w hen measured from the horizontal. This lower angle of the fins in that circumstance will allow for more efficient oxygen/nitrogen separation and will therefore result in greater overall efficiency.

The shifting of ihe Rn angle can be achieved by a spinner that has the top edges of the fins mounted on pivots 182, 184 and the bottom edges that ride along guides 175, 1.77. The angle of inclination 178 of the fins will seif-adjust with respect to engine suction and will adjust to ihe most efficient angle required for that suction force fro.ni the intake port 190 of the air box and proportionally with the changes in pressure due to changes in suction force of the engine. The suction force will be exerted along the suction

jx is 194 and the tins will ride up along the guides in proportion with the amount of force applied.

Various methods may be used to maintain the optimal fin angle depending on the suction force applied by the engine, ^' The fins may be designed with the correct weights; so thai the suction force being applied by the specific engine they are designed for will be sufficient for achieving the correct fin angle. Alternately, the correct fin angle may be obtained by a system of springs attached to the fins. The springs would be chosen of a correct spang constant so that the optimal fin angle can be achieved for the suction pressure being apøiied bv the ensine. The fin an ales mav also be controlled using an active control mechanism, either by a servomeehaτiis.m or other means. The servomechanism can receive its input from a pressure sensor that measures the current pressure being applied by the engine because of suction.

An additional advantage can be achieved by an arrangement, that removes the nitrogen in the outer shell (or inner shell, as the case may he) from the air box, for example, using exhaust suction operating through holes and valves arranged around the wail of the box. 8y thus increasing the richness of oxygen in the air taken into the .intake manifold, engine power will be increased and less emission gases will be produced.

FIG 15.B shows the top view of an arrangement of a spinner 1% within an air box 292 with exhaust valves .197 to remove the nitrogen-rich air 198 from the box. The figure assumes that the spinner being used produces a oxygen-rich central srøne and a nitrogen- rich shell area. The valves in such case are placed around the periphery of the air box. The values 199 used may be of a simple flap type 200. which are activated purely by the pressure differentials within the air box. Alternately, valves which are electrically activated t'by solenoids or motors) and limed using a timing mechanism, either within the engine control computer, or a separate controller, may be employed. If the air box requires a spinner that creates a nitrogen-rich central zone and an oxygen-rich shell then the valves will need to be placed around the central area where the nitrogen-πch air is in abundance. \n both cases, the effect on efficiency will be similar, for such an amiπgernenu an external suction enhancer 204 can be added in order to compensate for the additional volume of air that will be required to be sucked in through the filter, over

and above the air volume requirement of the cylinder itself. The enhancer am either be built into the engine itself or added on to the engine or the air box as a peripheral device.

Pressure differentials can be further reduced by placing a mesh at the intake side (the ambient air side} of the filter. The mesh can be of square or other shape, made of nylon or other materia] and the mesh size should not be of a too large mesh element Cor hole) area. Tested meshes have an area of about 0.75 mm square.

Referring to FIG. 16, assume that a spinner 205 is of the kind ϊkui creates a central column of oxygen-πch air 206, the nitrogen is directed toward the outer edges 207 due to the higher velocity imparted to it, and the intake port 210 is placed so that the suction is from the centra' oxygen-rich area. In this case, the oxygen-rich air 213 will have an advantage (m terms of its position along the induction path) over the nitrogen-rich air 214 and will take the lead during entry into the induction tube 212.

As the engine strokes and the subsequent suction forces are interleaved by dead zones, it Ls believed that the air profile will be as described below and shown in FIGS. 17Aand 17B. During the first suction cycle, oxygen will take the lead 221 into the intake port 220, This will be in the form of an elongated bubble with the oxygen leading. However, because the nitrogen 222 will be accelerated more, it will tend to catch up to the oxygen-rich area. As this happens 225, the oxygen-rich area will begin to envelope the nitrogen area. During the dead zone that occurs between suction cycles, the nitrogen will decelerate faster, while oxygen will continue to travel forward because of us higher mass and therefore, higher momentum. This will make the oxygen once again lead the nitrogen, and will essentially create a form of an elongated bubble 22? where the walls are made of oxygen and the inside, is nitrogen.

During the next stroke cycle, the nitrogen inside the bubble will once again try to lead the oxygen walls and will fall back with the following dead zone. Thus, as a result of the alternating suction and non-suction (dead) zones, the nitrogen will oscillate within the bubble. For a 2000 cc 4-cyhtκier engine, each of these elongated bubbles would have a volume of about 5(K) cc. With each subsequent stroke, the bubble will move forward along the induction manifold and will essentially maintain the profile of the bubble over its course alona the induction manifold.

FIG 17B shows one of these bubble formations with the oxygen on the outside walls 230 and the nitrogen in the inner region 232. The oscillatory region 234 where the nitrogen moves forward and back within the bobble ss also shown.

FIGS. ISA and I.8B are a systematic representation of the formation of these bubbles for two strokes of an engine. The oxygen is sucked in at the start of the stroke 240, At the next dead zone 241, the bubble begins to be completed in the induction tubing. This process is repeated m the second stroke. Reference numbers 250, 252 and 254 show the dynamics of the bubble during the first of these strokes and numbers 260, 262 and 264 show the dynamics during the second stroke. ϊt is believed that, to achieve maximum efficiency, it may be desirable to keep the volume of the area between the intake port of the air box and the general location of the cylinder aioraizatson points as a multiple of the volume of a single cylinder. ^' Thus for a 2000 cc engine, where each cylinder is 500 cc, the volume of the air path between intake port of the air box and the location of the aiornixation point intakes should be of the order of either 500 cc or !(XX) ec or 1500 cc, If however, the tubing is so long as to be a multiple much greater than 3 or 4, it is possible that the nitrogen will break the bubble and will take the lead over the oxygen-rich area thus negating any gains that might have been achieved in the engine.

It has been experimentally determined that the efficiency of the spinner is highest within a certain temperature range. We believe that this is because the oxygen and nitrogen molecules are in a state of heightened excitation and are easier to separate. Colder air is dense and excitation of molecules is low, therefore making it harder for the separation process. We have observed a respective drop m mileage in very cold weather Mileage falls again at higher temperatures perhaps because the air is ran!\e<j and separation efficiency falls again. We have found this range to be about 50 degrees Fahrenheit ( 10 degrees Celsius) to about 95 degrees F. (35 degrees C). These temperatures are approximate, and the range may be different. These temperatures are just a reflection of observed results.

A further enhancement would be to add a mechanism to the input side of the air box in order to make sure that the air supplied to the air box. lies within the optimal temperature range. The air intake can he controlled by a flap or other mechanism that will

mix warm air taken m from a port placed closer to the engine or behind the radiator, with colder ambient air, which will he comparatively cooler, taken in from a port which is placed away from the engine. A thermostat can be used to move the flap so thai the mix Ls maintained within the optimal range. For temperatures outside of the observed range, the efficiency was observed to be nest as good as that within ihe range. This should only happen at the higher end of the range, in very hot weather. Jn such a case an iniet-eooier like mechanism can be employed, which cools the air induced into the air box. in order to maintain the temperature within the range. In very cold weather, no external cooling or heating mechanism will be needed, since the heat of the engine itself will, be able to provide air ihat is within the range.

FIG 19 shows an arrangement, to mix air and maintain its temperature within a determined optimal range. Warm air is sucked into ihe air box via a port 2B0 placed closer to the warm engine or behind the radiator. The ambient, relatively cooler air is sucked in via a pent 281 placed so thai it takes in arnhrent air away from ihe engine area. A flap 282 is placed so that it can move so as to be able to mix the warm and ambient air being sucked into the box. A thermostatic controller 285 controls the position of the flap.

If the air being sucked in is warmer than the higher limit of the determined optimal range, the flap moves so that it covers, either wholly or partially, ihe inside port 283 through which warm air is piped into the box. As a result, more of ihe cool air will be allowed into the box keeping the temperature of ihe mix within the optimal range. If, on the other hand, the mis temperature is colder than the lower limit of the range, the flap moves to cover, either wholly or partially, the inside port 284 through which cool air is piped into the box. As a result more of the warmer air will be allowed in, and the mix will be maintained within the optimal range. This arrangement of the ports, piping, controller and (lap may cither be built into the air box or as a separate mixing chamber placed before the air box itself. in an example implementation, shown in FlG 20A, the spinner 3(K) is mounted directly on a filter frame 302 that contains a pleated filter 304. The pleated filter and filter housing are versions that are typically provided for insertion into the air box of a particular mode! of automobile, RGS. 20B and 2QC show side and cross views of the same sample unit. The spinner of FIGS. 20A, 20B. and 20C is useful with respect io an

air box that has a center port leading to the engine because it produces an oxygen centra) column and a nitrogen outer shell,

FIGS. 21 A, 2 IB, and 21C show a spinner that is useful for an air box with a side port, because it produces a central nitrogen column and an outer oxygen shell

Although the discussion above has postulated certain mechanisms in which the oxygen and nurogen in the ambient air are reorganized for the purpose of improving the efficiency of the engine. Therefore there may be other reasons for the success of the system that are similar to or different from the ones proposed here.

Oilier implementations are also within the scope of the following claims.

For example, the spinner could be incorporated permanently into the filter frame so that when the user buys a replacement filter the spinner is included. Or the spinner could be provided as a separate item configured to be added to the filter when it is installed in the air box, In other implementations, the air box could have the spinner incorporated in it so that no modification to the filter frame would be required.

The vanes may not have to be arranged symmetrically in & circle, .nor would the surfaces of the vanes have to be planar. Other arrangements of air directing surfaces or other mechanical or electromechanical arrangements, whether or not vanes, could also be provided on the filter, on the filter frame, in the air box, or at other locations a«d in other configurations provided that they can separate and reconfigure the spatial relationships of the oxygen and nitrogen molecules in the air to provide more oxygen ar. the point and time of alomrzatkrn,

As shown in figure 24, a device 330 that imparts turbulence to air could be placed close Io an air intake valve 332 of a combustion chamber 333 and thus at the opposite end of an air channel or path 334 from an air intake box 336. An air intake box 336 may include an air intake 338, a filter element 339, and an air outlet 340. Air is sucked through the air imake, the filter element, the air outlet, the air channel, and the air intake valve, driven by suction from the combustion chamber 333.

For simplicity, figure 24 shows an axis of suction 346 laid out along a straight line, but in actual examples, of course, the path of the air 'would typically not be hnear. In addition, the throttle port, .manifold, valves, isnition details, and some geometric features are not shown m the figure.

Figure 24 also includes a schematic graphical depiction 34 S of the air pressure profile, believed to exist along the length of the air path when the engine is in operation and combustion has just occurred. The air pressure 350 in the combustion chamber is low relative to the air pressure 351 in the air channel. As shown, the air pressure in the combustion chamber drops sharply from the intake valve to the piston as a result of the combustion taking place in the combustion chamber.

The pressure profiles differ depending on the speed of the engine as illustrated in the family 352 of profile curves. Sharp drops 353 in pressure also occur across the filter as discussed earlier. The transition zone 355 immediately on the intake side of the fiher has ;i thickness, as illustrated, that depends on ambient pressure, temperature, and humidity on one side of the filter and the force of suction on the other side of the filter.

The device 330 is placed close to or at the intake valve, In some examples, the device 330 includes fins or vanes arranged around the axis of suction. The arrangement could, but. need not be, similar to the arrangement of vanes in the devices described earlier so that they impart a centrifugal force or centripetal acceleration to the air, to separate oxygen and nitrogen components.

It is believed that the device 330 would cause the air traveling along the air channel toward the engine cylinder to be affected so that a greater proportion of oxygen becomes available at the point of ignition 337 than would otherwise be the case. It is believed that this would occur because the vanes of the device would reduce turbulence that would exist in the air just upstream of the device and would separate the components of the air, perhaps in a way similar to the devices discussed earlier thai are located near the filter.

It is believed that the effectiveness with which an arrangement of vanes will remove turbulence in the air passing through the device or separate air mio its components is directly related to the speed of the air passing through the device. As shown in figure 24, as me air approaches the combustion chamber, a drop in pressure 380 causes the air molecules to accelerate. Velocities of. say, roach .1 or higher may occur . The air pressure drop occurs because the air pressure in the air channel is, as explained earlier, higher than the air pressure in the cylinder. Thus the air is traveling at a relatively high speed as ^' a passes through the device.

As shown in figure 24, in some implementations, the distance ^' V ^" between the device and the closest zero-point 3S2 of air pressure in the air channel (neusral pressure relative Lo the ambient, for a given engine speed) is substantially (for example multiple times} larger than the distance ^{^} b" from the center of the device to the air intake valve of the combustion chamber, This placement of the device should be designed to be close enough to the air intake valve to cause a significant reduction in turbulence and a useful separation of the air into components at the location of the .ignition.

The optima] distance "b" is a function of the geometry of the engine (volume of the cylinder, diameter of the air channel, etc) but. may not be a function of engine speed or other dynamic variables. The optimal distance "a" is related to ambient factors, but can be operationally defined as the distance ahead of the cylinder at which the pressure of the air takes on a sufficiently low value, which can be determined empirically.

Placement of the device (and thus the arrangement of vanes) could be optimized at fixed or adjustable positions that are dose enough to the air intake valve of the combustion chamber. Similarly, vane orientation relative to an axis of suction, could be optimized at either fixed or adjustable angles. The optimization of the arrangement of vane position and vane orientation in this context could be accomplished, for example, as described earlier; each optimization could be based on a function of the air temperature, humidity, air velocity, and other relevant environmental variables, with the optimization function possibly constant in one or all of the variables. The optimal parameter values can be determined empirically.

The mode of operation of the device 330 has some similarities to the operation of the devices placed close to the air filter, as described earlier (for example, in that the turbulence is reduced by passing high velocity air through a centrifugal "spinner", and oxygen and nitrogen are separated). Yet there are differences in that there .is no reverse nozzle effect just upstream of the device 330, as in the earlier example, and perhaps no transitional zone of the kind postulated for the earlier described devices,

In the earlier discussion, the very high speed air that comes through foe reverse nozzles of She filter slows down as it traverses the air channel to speeds that would not be adequate to achieve the separation of oxygen and nitrogen if it were passed through the spinner at many locations along the air channel. However, at locations close to the

cylinder intake valve, as explained earlier, the velocity of the air increases significantly again to levels thai are believed to be high enough to permit separation of oxygen and nitrogen bv the vanes of ihe device 330.

The device 330 would work for both diesel arsd gasoline engines, In the case of a sasoisne engine, unlike the devices described earlier f located near the intake air filter), device 330, because of us location near to the intake valve, operates on an atomized mixture engine of air and gasoline. But it is believed that a similar separation of oxygen and nitrogen will occur prior to the arrival of the mixture at the ignition location. In the ease of a diesd engine, the ϊnd is injected into the cylinder and the operation of device 330 on the air passing through it. svould be similar to the operation of the devices that are located near the intake air filler.

The techniques described above are applicable to other kinds of equipment that use oxygen contained in air, such as a diesel engine, a furnace, either for borne healing or for other purposes such as turbine steam generator furnaces.

For example, as shown in FIG 22 _? an air box cover 290 may have a spinner unit 291 built into it. Orse advantage of this arrangement will be that, when the cover is closed over the air box 292 with the filter 293 inserted into it, the optimal placement of the spinner unit will automatically be achieved. A filler built to the proper parameters may be required k> achieve good separation taking into account the parameters thai have been explained earlier. This will achieve proper placement along ail three axes, x, and z as well as y which is the height at which the spinner needs to be placed above the filter surface. This will also avoid any skew in the placement along all three Cartesian planes.

The airflow characteristics and the profile of airflow are very dependent upon air density, for example, changes in air density that occur with changes in the weather.

One method to accommodate the placement of the spinner with respect to airflow profile changes is shown in figure 23.

One is self-adjustable; using a flexible collar {for example, of the kmd show in figure 12D) which will allow the spinner to follow the airflow pattern in X, Y, and 2 ^" directions. A flexible air intake port will be able to adjust Y l distance.

Experiments, based upon static placement of the spinner, conclude that this configuration does not correct the position or orientation of the spinner in response to changes in the temperature and weather.

By providing .sensors Lo detect the temperature and humidity characteristics of the incoming air, actuators to move ϊhe spinner relative to the filter and to the air intake port, and a microprocessor to process the sensor information and control the actuators, feedback cars be used to control the position and orientation of the spinner, in particular, adjusting the spinner position and orientation can enable dynamic adjustment of the lead and lag positions of the oxygen and nitrogen concentration areas with respec! to each other.

Tuning the lead and lag positioning can also enable the spinner to be shifted between highway and city driving to achieve higher efficiency. This advantage may reflect the fact that the RPMs of the engine remain fairly constant in highway driving and tend to vary m city driving, which may be a significant factor in affecting the mileage difference between citv and highway driving;.