Apparatus for spray injection of liquid or gas

An injection gate is provided for high pressure, high velocity secondary fluid for admixture of an atomized spray thereof with another or primary fluid that atomizes the other fluid. The secondary fluid may be an accelerant and the primary fluid may be a low pressure fuel or fuel/air mixture in a fuel injection arrangement for an internal combustion engine. An injection plate assembly for an engine is interposed between the carburetor and the manifold), with an array of accelerant injection gates grouped with an array of fuel or fuel/air gates about an aperture coinciding with a throttle bore and evenly balancing the spray about the throttle bore, creating an atomized admixture of accelerant/fuel. The injection of accelerant is directed sharply downwardly toward the center of the bore and through the injected fuel stream, atomizing the fuel thereof for a high efficiency boost of horsepower.

INCORPORATION BY REFERENCE

FIELD OF THE INVENTION

This relates to the field of spray injection such as for fuel injection for internal combustion engines.

BACKGROUND OF THE INVENTION

Internal combustion automotive engines with carburetor or throttle body fuel injection mechanisms are well known, for injection of fuel in atomized form for admixture thereof with air in the carburetor or throttle body fuel injection. Typically, such carburetors have a plate system that utilizes either a central spray bar or direct gate injection nozzles or a perimeter plate. Also, engines are known in which an accelerant is admixed with an air/fuel mixture at an injection point for injection into an engine's intake manifold; the accelerant is subjected to very high pressure relative to the pressure of the air/fuel mixture, so that the high velocity accelerant atomizes the air/fuel mixture when its stream combines with the air/fuel stream. Injection nozzles for such purpose are disclosed in U.S. Pat. No. 4,798,190 and in U.S. Pat. No. 5,699,776 wherein two intake ports are provided in a nozzle with separate but substantially parallel passageways extending to a common output port where atomization and admixture occur. Such output ports are enlarged, and many are also chamfered or bell-shaped, to permit expansion of the atomized flow as it is emitted into the entrance into the manifold.

In U.S. Pat. No. 4,798,190, the air/fuel intake port is in fluid communication with an inner cylinder providing a passageway therefor extending to the output port, while the accelerant intake port is in fluid communication with a passageway of the nozzle that is coaxial about the inner cylinder from a nozzle midpoint to a location at the output port, where the inner cylinder concludes and the accelerant (nitrous oxide, or N.sub.2O) has a high velocity under the influence of the high pressure from the accelerant supply and begins to mix with the air/fuel mixture. The combined streams are deflected by an angled throat of the output port into the engine's intake manifold.

U.S. Pat. No. 5,669,776 discloses a nozzle in which the two passageways extend from respective intake ports but remain separate and spaced from each other until arriving at respective entrances to the mixing cavity of the output port, where the high pressure jet of accelerant is emitted at 90 .degree. to the low pressure jet of air/fuel mixture, where mixing occurs as the combined streams are expressed into the engine's intake manifold.

In another reference, U.S. Pat. No. 5,743,241 sets forth a perimeter frame or plate surrounding a passage into the engine's intake manifold and is situated between the manifold and primary air/fuel source, a carburetor; conduits of fuel and oxidizer or accelerant extend through the frame's perimeter walls and traverse the interior cavity of the frame to respective output or discharge ports adjacent to each other. The high-velocity jet of oxidizer from its respective discharge port is aimed at the manifold so as to pass through the stream of fuel from its respective discharge port, serving to atomize the fuel and also urge an increased amount of air/fuel mixture from the carburetor into the passage.

It is desired to provide an apparatus for atomized spray of a liquid or gas for various purposes.

It is more particularly desired to provide a mechanism for atomized spray of a secondary fuel or accelerant for homogenized admixture thereof with a primary fuel and air for an internal combustion engine.

It is also desired to provide an apparatus that substantially improves the efficiency of accelerant atomized injection into an internal combustion engine for enhanced combustion efficiency or detonation control.

It is further desired to provide a modular accelerant atomized injection apparatus that is retrofittable into existing engines.

It is additionally desired to provide a durable modular accelerant atomized injection apparatus that is movable from engine to engine.

SUMMARY OF THE INVENTION

The present invention, briefly, is an apparatus for atomized spraying of a liquid for admixture thereof with a spray of non-atomized fluid or a mixture thereof with air or other gas. The present invention utilizes an optimized relative spray angle between the atomized spray and a non-atomized spray for a resultant atomized admixture thereof, at each gate or port location (hereinafter termed “gate”).

In accordance with one aspect of the present invention, an embodiment of injection gate for atomized spray of a high pressure liquid, is an exit port from an exit passageway in fluid communication with a source of the liquid and having a floor and a ceiling and opens onto a space, the floor being planar and terminating at an edge at the space, and the passageway concluding in a deflection surface beginning distally of the floor edge and continuing from the ceiling about a continuous spherically concave shape with an angular distance of less than 90° in a direction transverse of the passageway, the deflection surface with the floor edge defining an opening into the space having a semi-cylindrical cross-section, whereby the flow of liquid is deflected an angular distance less than 90° through the opening into the space whereby the liquid atomizes into a spray plume having a distinct direction.

In a particular application, the present invention includes an embodiment of a fuel injection apparatus that provides for high pressure, high velocity injection of a secondary fuel in atomized form in addition to the primary fuel or fuel/air mixture, for admixture with air into the manifold plenum of, for example, a high performance internal combustion engine. Such an apparatus is especially beneficial for enhancing horsepower levels for improved performance of vehicles for drag racing or other off-road scenarios, especially when the secondary fuel is nitrous oxide (N2O).

Briefly, one primary aspect of the present invention is providing an atomization injection of a secondary high velocity fuel, termed accelerant hereinbelow, into a throttle bore of an intake for one or more cylinders of an internal combustion engine, that maximizes the expression of both the secondary and primary fuels into a particular cylinder or cylinders by aiming the accelerant downwardly into the throat of the bore. Closely related thereto is providing such aimed injection from a ring of points elevated above the bore entrance comprising at least three points and directed sharply downwardly to converge toward a center of the throttle bore, such that the accelerant plumes can be said to form a halo of admixture spray extending into the bore; the atomized accelerant spray induces primary fuel/air mixture to achieve higher velocity into the bore as the atomized spray becomes admixed therewith. This gate arrangement and halo can also be easily adapted for use in manufacturing processes where admixture of a high velocity fluid with another fluid is desired.

The apparatus includes a modular injection billet plate assembly with captive internal runners and laterals with precision edge gate discharge gates for injection of the primary fuel or fuel/air mixture and the accelerant, into the throttle bore and/or manifold plenum of an internal combustion engine. The assembly is adapted to be interposed between a carburetor and the bore or manifold of the engine, and preferably removable therefrom if desired, and is modular such that a plurality of injection plates can be simultaneously so interposed to provide multiple stages of injection upon actuation by a control during operation of the engine at speed, to provide greatly enhanced horsepower without requiring other modifications to the engine.

In an internal combustion engine having four cylinders, example, an injection region is associated with each engine bore, so there are four injection regions. For each injection region, the accelerant runners extend around the periphery of an aperture, preferably cylindrical, through the injection plate above a respective cylinder's bore, and a plurality of small-dimensioned machined gates or very small diameter drilled gates are defined in communication with the aperture spaced around the aperture in a manner to provide balanced distribution of the accelerant about the periphery of each plate aperture of an injection plate. Likewise, fuel or fuel/air runners extend around the periphery of the cylindrical aperture through the injection plate that coincides with a respective throttle bore, with one or more fuel gates arranged in groups that are associated with one or more accelerant gates. The accelerant will be injected as a liquid at high velocity that immediately transitions to an atomized form as a spray directed radially inwardly and at a sharp angle substantially downwardly toward the cylinder's bore from the plurality of gates, defining the halo effect described hereinabove.

Where the primary fuel or fuel/air mixture is injected into the aperture from a like plurality of gates from associated runners generally beneath the associated accelerant gate(s), the accelerant will atomize the primary fuel of the fuel/air mixture, defining a spray plume directed distinctly downwardly toward and directly into the throat of the intake bore. The one or more accelerant gates can also be directed at an angle to the peripheral direction and offset in the peripheral direction from one or more associated fuel or fuel/air gates in peripherally spaced apart groupings for more uniform mixing and atomization and/or to impart a swirling effect for better distribution and atomization. Two or more accelerant gates can be associated with a single fuel or fuel/air gate or two or more fuel or fuel/air gates provided in peripherally spaced apart groupings to also provide increased atomization and more uniform distribution across an open cross-sectional area of the inlet aperture or opening into the intake manifold. It is also possible to have two or more fuel air gates associated with a single accelerant gate in peripherally spaced apart groupings to provide for increased and more uniform mixing. In these arrangements, the accelerant and fuel or fuel/air gates in each of the peripherally spaced apart groupings are not necessarily directly stacked over one another, although they could be, and the discharges from the accelerant gates are directed at the fuel or fuel/air gate discharge flow to provide for uniform mixing and atomization.

The runners for the accelerant are horizontal, the accelerant is under high pressure, such as from 700 to above 1000 psi, and at each gate is a deflection surface that deflects the high velocity accelerant at that sharp angle, or the gate is at an angle equivalent to such a deflection surface, generating the plume. The high velocity plume induces and enhances the downwardly flow of air from the carburetor, and also atomizes the injected low velocity fuel or fuel/air mixture entering the aperture beneath the accelerant gate(s) into an evenly dispersed homogenized blend, to create a halo.

In one embodiment, a top plate is associated with providing accelerant and includes runners along its bottom surface defining accelerant channels in fluid communication with an inlet port. A bottom plate is associated with providing the primary fuel/air mixture and includes runners along its top surface defining fuel/air channels similarly in fluid communication with an inlet port. An intermediate plate is secured between the top and bottom plates completing closure of all runner channels and their balancing laterals and forming passageways, and O-rings may surround the peripheries of the runner areas of the top and bottom plates. Each such arrangement defines an assembly that can be interposed between a carburetor and a manifold without modification of either, and can also be later removed therefrom and again replaced thereinto or assembled into another engine. Additionally, it is also part of the present invention to provide a plurality of such assemblies disposed in a stack between the carburetor and the manifold for multi-stage accelerant injection or accelerant/fuel/air admixture injection, through the use of sensors for controlling the operation of the stages.

In another embodiment, a single precision modular plate has a top surface providing runners and laterals for the accelerant, and a bottom surface providing runners and laterals for the fuel/air mixture, and is assembled between essentially flat plates that close off the runners and laterals; this embodiment would be especially useful for retrofit capabilities on existing engines. An O-ring channel with an O-ring therein may surround each of the runner areas of the top and bottom surfaces. Preferably, the top flat plate defines a deflection surface at each accelerant gate of an injection region, to direct the high velocity accelerant radially inwardly and at a sharp angle distinctly downwardly into the throat of a cylinder bore. The bottom flat plate could be machined to define a shallow short channel to comprise a gate, or drilled to define a gate, for the fuel/air mixture which needs no deflection surface. With this embodiment as well, it is contemplated to provide a stack of such subassemblies for multi-stage injection. Additionally, ledges are formed by at least a portion of the plate that extends below each of the accelerant gates so that the associated lower pressure fuel or fuel/air gates in each grouping are shielded from a direct downward flow of the accelerant, which could impede fuel flow.

With the present invention, greatly enhanced performance is achieved for high performance internal combustion engines that otherwise are of conventional design. While use of accelerants for enhanced high performance is known, the present invention optimizes directing and balancing the atomized high velocity flow of accelerant in a halo plume effect directly into the respective throttle bores of a multi-cylinder engine, eliminating backsplashing against internal surfaces of the manifold plenum and consequent backsplash which would otherwise lessen efficiency. An additional advantage is that the injection billet becomes a heat sink wherein the temperature is greatly lowered by the atomization process to such a degree that it drains heat from the engine to assist in cooling thereof.

The present invention is not restricted to high performance internal combustion engines. The edge gate design of a plurality of circumferentially distributed gates about an opening, or a peripheral array of gate passageways appropriately angled radially inwardly and downwardly, creating the halo plumes of atomized fluid from a high pressure reservoir, can be used in other processes such as in manufacturing where admixtures with other liquids and gases or even fine solid particles, or mixtures thereof, are desired for improved homogenization. The materials from which the injection billets would be made would vary depending on the fluid to be atomized; for example, austenitic- or martensitic-based steel could be used for acid corrosive application. Industrial and commercial applications would include halo injection into air lines, plumbing, hermetically sealed sterile injection for the food service industry and pharmaceutical applications.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

In the drawings, like numerals indicate like elements throughout. Certain terminology is used herein for convenience only and is not to be taken as a limitation on the present invention. The terms “gate”, edge gate” or “port” all refer to outlet apertures of the runners for the secondary fluid and primary fluid. The terminology includes the words specifically mentioned, derivatives thereof and words of similar import. The embodiments illustrated below are not intended to be exhaustive or to limit the invention to the precise form disclosed. These embodiments are chosen and described to best explain the principle of the invention and its application and practical use and to enable others skilled in the art to best utilize the invention. The reference to a carburetor hereinbelow is for carburetors used with fuel injection apparatus which deliver only air.

InFIG. 1, a representative plate assembly10of the present invention is positioned between a carburetor12(above) and an engine manifold14(below) to be fixed in place by an array of bolts16, which demonstrates the modular nature of the inventive plate assembly. Plate assembly10is an injection billet that includes inlet ports, in which injection fittings18,20are disposed, for a primary fluid such as a primary fuel or fuel/air mixture, and for a secondary fluid such as an accelerant, injectable into the air flowing from the carburetor through the injection billet to the manifold plenum. The primary fuel may be gasoline, propane, diesel or kerosene, for example, and may also be alcohol, methanol, nitromethane, or nitrous oxide, and may be mixed with air. The secondary fluid may be an accelerant such as alcohol, methanol, nitromethane, oxygen or nitrous oxide, for example, or could even be water for detonation control. For convenience, and without limitation, the secondary fuel will hereinafter be referred to as “accelerant”, and the primary fuel will also hereinafter be referred to as “fuel/air mixture” hereinafter, when it refers to fuel being injected by the injection billet.

FIGS. 2 and 3illustrate that injection billet10is an assembly of plates30,40,50that are, preferably, precision machined substrates of aluminum but may also be precision investment castings or precision molded components, with burr-free edges. Lower plate30with inlet port18′ is associated with the fuel/air mixture and is positioned adjacent the top of the plenum of manifold14, while upper plate40with inlet port20′ is associated with the accelerant and is positioned immediately beneath the carburetor12. A tuning plate50is contained within and between the lower and upper plates30,40providing closure to runners32,42of both plates and with precisely formed smooth, optionally milled-finished, surfaces adjacent multiple outlet ports or gates34,44of the runners for the fuel/air mixture from lower plate30and the accelerant from upper plate40, all of which open onto the intake opening of the manifold14.

Runners32,42circumscribe each main aperture60(hereinafter, “throttle bore”) and are in fluid communication with respective lateral fuel transfer passages at respective inlets18′,20′; the runners preferably are rectangular for ease in precision manufacturing of the upper and lower plates. O-rings52,54are positioned and compressed between the tuning plate and each of the lower and upper plates surrounding the arrays of runners and gates for assured sealing, although substantial sealing between the smooth plate surfaces also is attained by initial increments of liquid entering and filling the incremental gaps of the plate interfaces, which serves to prevent especially the accelerant from changing to a gaseous state. Alternatively, sealing can be attained based on the surface finish of the plates, and the O-rings can be omitted. Preferably, the plates of the injection billet are fixedly secured together such as by an array of screws or bolts countersunk into at least the outermost surfaces of the upper and lower plates.

With reference now toFIG. 3, an array of multiple gate pairs34,44is seen that are associated with one bore of the engine and are peripherally situated around a throttle bore60therefor and open thereonto to equalize the accelerant and fuel/air mixture distribution radially therearound, with accelerant and fuel/air fluids depicted exiting therefrom toward the mouth of the throttle bore (FIG. 1). While the fuel/air mixture exits in a horizontal direction from gates34, the accelerant, such as nitrous oxide, is directed by the geometry of gates44distinctly downwardly and at a small but critical discharge angle radially inwardly, which discharge angle is discussed later below. The fuel of the fuel/air mixture is initially in the form of a small stream, entering under a pressure of generally about 5 to 9 psi in a horizontal direction into the throttle bore60between the carburetor and the manifold associated with the one bore, which has a lower ambient pressure generated by the engine and the injection billet, such as about 0 to negative 15 psi and indicated as area LP adjacent the carburetor (FIG. 1); an injection billet would typically be utilized with an engine having a wide open throttle.

The accelerant is initially in the form of high velocity liquid from a tank maintaining a pressure of generally about 700 to 1100 psi but usually about 800 to 1000 psi, and immediately atomizes upon exiting the gates44because of the low pressure within the throttle bore60. The accelerant is directed at a selected discharge angle intersecting the fuel stream and causes atomization thereof as a result of shearing of the stream by the high velocity atomized microdrops of accelerant. The resultant spray from each gate pair34,44is shown as a distinct plume80of the admixture entering the bore mouth in a controlled dispersal pattern, in an evenly dispersed homogenized blend, that balances the pressure beneath the carburetor and complements and enhances the velocity of the carburetor airflow without inducing turbulence.

A drawing of the inventive injection billet10in operation, from above, is provided asFIG. 4. An array of five gate pairs34,44is shown peripherally disposed about throttle bore60of the billet associated with one bore of a four-cylinder engine. Spray plumes80are seen exiting from each gate pair34,44and contain both the accelerant (from gate44) and the fuel/air mixture (from gate34), defining a halo effect uniquely obtained by the present invention, which is a signature indicative of highly efficient atomization of the accelerant/fuel/air admixture, bringing order to the otherwise highly erratic spray pattern of prior art fuel injection systems, greatly improving engine efficiency and substantially increasing the nominal horsepower of the engine.

FIGS. 5 to 8are enlarged cross-sectional views of the injection billet10at one gate pair location, in which various configurations of accelerant gate geometries is shown. Fuel/air runners32are designated as F/A, while accelerant runners42are designated as N2O. The fuel/air mixture exits its gate34generally horizontally through a lateral passageway and at relatively low velocity due to a low reservoir pressure of generally from 5 to 8 psi into a lower ambient pressure within a throttle bore as explained above; the height dimension of the lateral runner portion may be critically controlled by the adjacent surface38of tuning plate50.

While the gate geometry for fuel/air gates34is important, the gate geometry for accelerant gates44is critical to optimum performance of the injection billet of the present invention. The surface36of lower plate30adjacent to the main aperture is beveled at an angle γ of about 15° from vertical which serves to create an initial expansion area of limited volume, of low pressure adjacent to the fuel/air gate34in which the fuel stream begins to disperse into very small droplets. It is seen that the angled surfaces of the tuning plate50and the lower plate30adjacent the throttle bore define reversion lips that minimize or even eliminate any fuel throwback or air flow reversion.

InFIG. 5, firstly, O-rings52,54are preferably seated in grooves of tuning plate50. Surface56of tuning plate50adjacent to the throttle bore cooperates with the direction of atomizing spray of accelerant from gate44controlled by the gate geometry of gate44; surface56is beveled at an angle α between about 5° and 25°, more preferably between 10° and 20°, and most preferably at an angle of 15°. While the angle of surface56is preferred for each of the geometries ofFIGS. 5 to 8, the actual accelerant gate geometry differs in the Figures. The surface56forms a lip59athat extends over the fuel/air gate34, protecting it from a direct shearing flow of accelerant from the accelerant gate44, which could impede fuel flow, and also acts as an anti-reversion device to suppress or prevent bounce-back flow from the intake manifold. InFIG. 5, gate44aincludes a horizontal lateral passageway extending from the runner to the gate, preferably having a semicylindrical cross-section extending along the horizontal top surface portion58of tuning plate50; the gate concludes in a curved deflection surface portion48aof relatively small radius about an angular distance of between about 75° to 90°, such as about 85°. The resultant atomized spray of accelerant would be directed along tuning plate surface56to result in a midline direction spray angle of just over 15° (seeFIG. 3).

The accelerant gate geometry of gate44binFIG. 6provides a deflection surface46bthat is distinctly chamfered at an angle between horizontal and vertical and may, for example, define an angle from vertical of β of between 8° and 25°, and preferably between about 12° and 18°, and concluding in a spherical deflection surface portion48bof limited angular distance.FIG. 6also shows the 0-rings52,54seated in grooves of tuning plate50. Also, the lower plate30has a surface36preferably beveled at an angle from vertical of γ which may be quite similar to angle α (FIG. 5) and be from 5 to 25°, more preferably from 10° to 20° and most preferably about 15°, the effect of which is to provide a lower pressure region of limited volume for the fuel stream exiting from gate34to begin the formation of very small droplets of fuel just prior to being atomized by the atomized accelerant spray plume. Additionally, and beneficially, the angle reveals a lip formed by the inwardly jutting bottom portion of tuning plate50that serves to prevent backsplash of fuel and inhibit air reversion upwardly from the manifold.

The accelerant gate geometry of gate44cinFIG. 7provides a lateral passageway46cthat is horizontal, similar to that ofFIG. 5. Curved deflection surface portion48cis curved an angular distance almost the same as curved surface portion48a(about 85°) but is located slightly closer to the tuning plate. The O-rings52,54are seated in grooves defined in the surfaces of lower and upper plates30,40, rather than in the surfaces of tuning plate50.

InFIG. 8, gate44dhas a lateral passageway46dthat is angled similarly to lateral passageway46b, and the O-rings are seated in grooves defined in the surfaces of lower and upper plates30,40, rather than in the tuning plate50. Otherwise, the gate geometry matches that ofFIG. 7.

It is clear, of course, that the angles of the surfaces may be modified in order to achieve particular results, and to accommodate other factors such as variations in particular high pressure of the available accelerant tank or in the fuel/air reservoir, or the choices of actual accelerant used or actual primary fuel used, or the total number of gates associated with the runners, or in the design level of vacuum drawn by the engine.

InFIG. 9, another embodiment of injection billet110is indicated, having an upper plate140and a lower plate130, in which each array of gate pairs134,144includes six such pairs about each throttle bore160. Spray plumes180indicate the location of each gate pair. Such a six-gate pair array would be used such as for a “4500” Holley plate. A five-gate pair array such as that shown inFIG. 4would be used for a “4150” Holley plate.

FIG. 10illustrates cross-sectional configurations of various runner geometries: rectangular (preferred) at R; U-shaped at U; circular at C; V-shaped at V; and trapezoidal at T. Preferably, for use in the injection billet of the present invention, the fuel/air gate geometry would also be rectangular, with a width of 0.0625 in and a height of 0.0125 in for an injection fitting jet size 53 for a “4500” Holley plate, and with a width of 0.0625 in and a height of 0.0100 in for an injection fitting jet size 47 for a “4150” Holley plate, the height preferably controlled by varying the depth of the groove in the adjacent surface38of the tuning plate that forms the top side of the rectangular cross-section of the lateral passageway extending from the runner32to each fuel/air gate34,134(FIGS. 2,3and5to9).

InFIG. 11, the preferred geometry for an accelerant gate44is shown, which corresponds generally to the cross-sectional configuration thereof seen inFIGS. 5 and 7. The view is from beneath the tuning plate50, the bottom line being the edge at the top tuning plate surface58as it intersects the angled surface56. The top line is the edge of the bottom surface of the upper plate40as it intersects the inwardly facing surface alongside the throttle bore60(seeFIG. 3). The semicircular shape seen inFIG. 11results from gate44and its lateral passageway being formed by a ball mill drilling into the bottom surface of upper plate40preferably vertically a limited distance, defining a curved surface portion48a,48cseen inFIGS. 5 and 7. The preferred dimensions are a curvature having a diameter d of 0.062 in to 0.063 in, and a radius r extending from surface56at its edge, of 0.039 in to 0.040 in. These dimensions appear optimum for any size injection jet, from a small jet size 47 to a large jet size such as 110. Further, it is preferred that the edge defined by the intersecting tuning plate surfaces56,58has a radius of between about 0.005 in to 0.010 in and more preferably between 0.005 in to 0.007 in.

FIG. 12is a schematic of an upper plate240of a first embodiment of the injection billet of the present invention associated with a four-bore engine and a 4100 Series Holley carburetor profile. The schematic indicates the centerline of the runner circuit242routed around four throttle bore apertures260, and the centerline of the O-ring254which may be a groove in plate240or may be the location opposed to an O-ring groove of the tuning plate, since the O-ring may be seated in either the upper plate or the tuning plate. Alternatively, the O-rings can be omitted. Four corner bolt holes262are shown through which pass the shanks of bolts16(seeFIG. 1) that affix the injection billet to the carburetor and the manifold. Also shown are an array of screw holes264for respective screws (not shown) used to assemble the upper, tuning and lower plates of an injection billet. Preferably, the screw holes are countersunk in the exterior surface of either the upper plate or lower plate. A recess266into the interior surface is defined into which the tuning plate will be seated either entirely or partially by also being received into a corresponding recess into the interior surface of the lower plate.

Also, with respect toFIG. 12, the centerline for an inlet transfer passage268is indicated in phantom extending from the side surface at the inlet port for fitting220) seeFIG. 13), which is joined at a T intersection with a pair of connection runners270which in turn preferably join at T intersections to runner242at two locations for facilitating quick injection of the accelerant throughout the runner circuit, with minimal “dead” spots. It is seen that the runner circuit extends around the near apertures260on both sides to facilitate transmission of accelerant to all gates simultaneously, which begins when accelerant arrives at the center of the far side of the runner circuit to pressurize the runner.

Plate240inFIG. 12is shown to include a boss280through which inlet transfer passageway268extends, and also to include a notch282at the opposite side of plate240, which correspond respectively to a notch and a boss of the lower plate when the injection billet is assembled; correspondingly, the tuning plate will have notches at both locations for seating the bosses of both plates. This arrangement is advantageous for three reasons: it enables the inlet transfer passageways for both accelerant and fuel/air to be coplanar enabling the injection billet to have minimal height; the bosses and notches serve to additionally mechanically hold the plates securely in their relative positions (reducing stress on the assembly screws); and they serve to assist in precisely positioning the upper, lower and tuning plates with respect to each other to maintain precision of the runner and gate geometry.

Finally, the runner schematic of the upper plate240inFIG. 12, may also be identical to the corresponding runner schematic for the lower plate.

FIGS. 13 to 15are directed to the structural details of the first embodiment210of the inventive injection billet associated with a 4500 Series Holley carburetor profile, for which the runner schematic ofFIG. 12is applicable. In these Figures is shown the upper plate240, the lower plate230and the tuning plate250to be nested therebetween, held in assembly by screws284; O-rings252,254and injection jet fittings218,220are also shown. In this embodiment, an array of six gate pairs is provided about each throttle bore.

The interior surface of the lower plate230is seen inFIG. 13, as is the upper surface of the tuning plate250. Countersinks for screw holes264are provided on the top surface of upper plate240, although, alternatively, the countersinks could be provided on the bottom surface of lower plate230for respective ones of screws284, but for ease of assembly should all be provided on the same plate. A seat286for O-ring254is provided on the top surface of tuning plate250, and a corresponding seat would be provided on its bottom surface, although the O-ring seats could be provided on the interior surfaces of the upper and lower plates240,230alternatively, as is seen for the seat for O-ring252provided on lower plate230, or the O-rings and associated grooves could be eliminated. In lower plate230, surface236surrounding throttle bore260is also angled radially inwardly, corresponding toFIGS. 5 to 8.

Tuning plate250is shown to have chamfered corners, corresponding to angled corner portions288of the lower plate230that mark the corners of the tuning plate-receiving recess290into the lower plate through which extend the bolt holes262, with a corresponding arrangement provided on the upper plate, as shown inFIG. 14. Further, tuning plate250includes notches292for the bosses of the upper plate and the lower plate to pass through. In tuning plate250, surface256surrounding throttle bore260is angled radially inwardly, corresponding toFIGS. 5 to 8.

FIG. 14provides a view of the interior surface of the upper plate240and the lower surface of the tuning plate250. Recess290for tuning plate250is seen on the interior surface of upper plate240, and also seen are boss280at injection jet fitting220through which extends transfer passage268(FIG. 12), and notch282for receipt thereinto of boss280of lower plate230. Halo hex gates244are seen provided on the interior surface of upper plate240around each throttle bore260, with each bore having an array of six gates244, and each of which may have the gate geometry shown in any ofFIGS. 5 to 8. On tuning plate250are seen shallow precisely dimensioned groove segments defining gates234that upon assembly of the injection billet will provide fluid communication between the fuel/air runners232of lower plate230and the throttle bores260; also, surface256is angled radially inwardly and upwardly in this view.

InFIG. 15, an enlargement of one throttle bore of the interior surface of upper plate240clearly shows the six halo hex gates244for accelerant. In this Figure, the gate geometry corresponds to that shown inFIG. 6or8.

FIGS. 16 to 23are directed to a second embodiment of injection billet310. Injection billet310corresponds to a 4150 Holley plate having a reduced footprint, that is, the throttle bores are more closely spaced, although the bore holes362are at locations corresponding to those of injection billet210ofFIGS. 13 to 15and are located on ears394of the billet. The available area within the array of throttle bores360is greatly confined, leaving enough space for only one screw hole364a. Injection jet fittings318,320are evident in these Figures. InFIG. 16, tuning plate350is seen in throttle bores360sandwiched between upper and lower plates340,330. Additionally, the apertures of the injection billet that coincide with the throttle bores may be flattened along their innermost sides adjacent others of the apertures, better seen inFIGS. 17 and 18, without noticeable effect in performance and efficiency of the injection billet of the present invention.

The upper surface358of tuning plate350appears inFIG. 17, and the interior surface of lower plate330appears inFIG. 18. Tuning plate350includes notches392, corresponding to tuning plate250inFIGS. 13 and 14; bosses380are provided in lower plate330and in upper plate340(FIG. 20), as well as notches382complementing the bosses of the other plate.

Referring toFIGS. 18 and 20, the runner configuration is modified compared to that ofFIGS. 12 to 15, due to the confined area between the throttle bores. A single runner segment332a,342ais provided in lower and upper plates330,340, respectively, between the throttle bore pairs to either side of the inlet injection jet, and the segment bisects throttle bores in one direction diverge around single screw hole364ain the center to reach pairs of gates and reconverge, best seen inFIG. 22, thus supplying accelerant and fuel/air to the gate pairs at the adjacent portions of the arrays.

InFIGS. 19 and 21, tuning plate350is seen to provide precisely dimensioned shallow grooves338that coincide with fuel/air gates334, extending from adjacent the runners of the lower plate to the throttle bores360. InFIG. 22are seen the accelerant gates344, preferably of the geometry shown inFIGS. 5,7and11, each with a precisely dimensioned curved ball milled deflection surface.

Now referring toFIG. 23, injection billet310is inverted, clearly showing the backsplash lips359a,349adefined by the angled surfaces336,356of the lower plate330and the tuning plate350, respectively, angled radially inwardly along the direction of downward air flow from the carburetor into the manifold.

The injection billets of the present invention are easily manufactured to be modular and of small total vertical height. Each of the lower and upper plates may for example have a respective thickness of 0.25 in for a total vertical billet height of 0.50 in. The tuning plate may have a thickness of 0.18 in, one-half of which is nested into respective recesses of the lower and upper plates, which recesses are of 0.09 in. Thus, the injection billet may easily be installed into an internal combustion engine between the carburetor and manifold with minimal increase in total engine/carburetor height and thus may easily be installed into pre-existing engines in a retrofit procedure.

Furthermore, the modular nature and minimal vertical height of the injection billet of the present invention enables stacking of two or more such injection billets410in a single engine, as shown inFIG. 24, with each injection billet of stack400preferably being a self-contained functional unit with its own injection jets. Preferably, for such stacking, low height notches402and bosses404may be provided in pairs on opposite ends at the injection jets, in the bottom surface406of the lower plate430of each billet410(except the bottommost billet of the stack) and the top surface408of the upper plate440(except the topmost billet of the stack) for assuring the maintenance of vertical alignment of the injection billets and relief of some stress on the bolts, and optionally aligning vertically the injection jet fittings of the plurality of billets, accelerant jet fittings along one side of the stack and fuel/air jet fittings along the opposite side. The injection billets of the stack400would be sequentially and automatically activated by sensors (not shown) during a race to provide great boosts of horsepower to the engine as vehicle speed or horsepower performance increases.

Another embodiment of a multi-stage injection billet500is illustrated inFIGS. 25 to 27, having a lower outer surface506and an upper outer surface508, bosses502and notches504for plate nesting, and injection inlet ports518′ and520′ and respective transfer passageways568for fuel/air and accelerant, respectively. Billet500includes a lower plate530and an upper plate540but also includes an intermediate plate570. Intermediate plate570, best seen inFIG. 27, is a hybrid of a lower plate and an upper plate by having lower and upper active surfaces572,574that cooperate with the lower plate530and the upper plate540, and runners532,542for fuel/air and accelerant, respectively, all to provide two stages of accelerant injection. Tuning plates550are also disposed between the lower plate530and intermediate plate570and between intermediate plate570and upper plate540, as with the other embodiments of injection billets hereinabove described. Pairs of accelerant gates544and fuel/air gates534are provided at the interfaces of the tuning plate surfaces with the upper plate540and with the lower plate530, and with the lower surface572of intermediate plate570and the upper surface574thereof. An advantage of this embodiment over that ofFIG. 24is that stack height is reduced by the thickness of one plate, or 0.25 in.

Referring toFIGS. 28-30, another embodiment of a plate assembly610is shown formed from an upper plate640, intermediate plate670, and lower plate630, similar to the plates described above. Here, the fuel/air gates634a,634band accelerant gates644a,644bare arranged in peripherally spaced apart groupings around the inner periphery of each of the main apertures660. 8 groupings are provided around each main aperture660in the embodiment shown, but the number could be varied depending on the aperture size, flow rates, and particular application. As shown in detail inFIGS. 29 and 30, two accelerant gates644a,644bin each grouping are spaced apart from and not only directed downwardly, in a similar manner to the gates44a-ddescribed above, but are also peripherally angled toward the two fuel/air gates634a,634blocated generally beneath and between the two accelerant gates644a,644b. The lip659aformed by the angled surface656of the intermediate plate670protects the fuel/air gates634a,634bfrom direct impingement by the accelerant spray from the accelerant gates644a,644b, preventing inconsistent or sheared off flow of the low pressure fuel or fuel/air. The flow direction of the accelerant is indicated by the large arrows and the accelerant runners642a,642bcoincide with the spray direction toward the fuel gate locations. Here, the fuel runners632a,632bare generally normal to an inner peripheral surface of each of the main apertures660.

Referring toFIGS. 31-33, another embodiment of a plate assembly710is shown formed from an upper plate740, intermediate plate770, and lower plate730, similar to the plates described above. Here, the fuel/air gates734a,734band accelerant gate744aare arranged in peripherally spaced apart groupings around the inner periphery of each of the main apertures760. 8 groupings are provided around each main aperture760in the embodiment shown, but the number could be varied depending on the aperture size, flow rates, and particular application. As shown in detail inFIGS. 32 and 33, a single accelerant gate744ain each grouping is directed downwardly, in a similar manner to the gates44a-ddescribed above, toward the two peripherally spaced apart fuel/air gates734a,734blocated generally beneath and on either side of the accelerant gate744a. The lip759aformed by the angled surface756of the intermediate plate770protects the fuel/air gates734a,734bfrom direct impingement by the accelerant spray from the accelerant gate744a, preventing inconsistent or sheared off flow of the low pressure fuel or fuel/air. The flow direction of the accelerant is indicated by the large arrows and the accelerant runner742acoincides with the spray direction toward the fuel gate locations. Here, the fuel runners732a,732bleading to the gates734a,734bare generally normal to an inner peripheral surface of each of the main apertures760.

Referring toFIGS. 34-36, another embodiment of a plate assembly810is shown formed from an upper plate840, intermediate plate870, and lower plate830, similar to the plates described above. Here, the fuel/air gate834aand accelerant gates844a,844bare arranged in peripherally spaced apart groupings around the inner periphery of each of the main apertures860. 8 groupings are provided around each main aperture860in the embodiment shown, but the number could be varied depending on the aperture size, flow rates, and particular application. As shown in detail inFIGS. 35 and 36, two accelerant gates844a,844bin each grouping are spaced apart from and not only directed downwardly, in a similar manner to the gates44a-ddescribed above, but are also peripherally angled toward the fuel/air gate834alocated generally beneath and between the two accelerant gates844a,844b. The lip859aformed by the angled surface856of the intermediate plate870protects the fuel/air gate834afrom direct impingement by the accelerant spray from the accelerant gates844a,844b, preventing inconsistent or sheared off flow of the low pressure fuel or fuel/air. The flow direction of the accelerant is indicated by the large arrows and the accelerant runners842a,842bcoincide with the spray direction toward the fuel gate locations. Here, the fuel runner832ais generally normal to an inner peripheral surface of each of the main apertures860. The two streams of accelerant from the gates844a,844b, enhance the atomization of the fuel or fuel/air mixture from the gate834a, and more rapidly expand the accelerant—fuel mixture in the bore in the intake manifold.

Referring toFIGS. 37-39, another embodiment of a plate assembly910is shown formed from an upper plate940, intermediate plate970, and lower plate930, similar to the plates described above. Here, the fuel/air gate934and accelerant gate944are arranged in peripherally spaced apart groupings around the inner periphery of each of the main apertures960. 8 groupings are provided around each main aperture960in the embodiment shown, but the number could be varied depending on the aperture size, flow rates, and particular application. As shown in detail inFIGS. 38 and 39, the accelerant gate944in each grouping is spaced apart in a peripheral direction from the fuel air gate934, and is not only directed downwardly, in a similar manner to the gates44a-ddescribed above, but is also peripherally angled toward the fuel/air gate934located generally beneath it so that the accelerant intersects the fuel/air flow from the gate934and imparts a swirling effect based on the angle of the accelerant gate944in the peripheral direction. This angle is preferably in the range of 45° to 75° from the peripheral surface. The lip959aformed by the angled surface956of the intermediate plate970protects the fuel/air gate934from direct impingement by the accelerant spray from the accelerant gates944, preventing inconsistent or sheared off flow of the low pressure fuel or fuel/air. The flow direction of the accelerant is indicated by the large arrows and the accelerant runner942coincide with the spray direction toward the fuel gate locations. Here, the fuel runner632is generally normal to an inner peripheral surface of each of the main apertures960.

The embodiments of the plate assembly610,710,810, and910provide for increased fuel atomization through grouping the gates as noted, allowing for arrangements that may provide additional benefits with respect to power output with peripherally offset accelerant gate(s) and fuel or fuel/air gate(s) in each of the peripherally spaced apart groupings. Some or all of the groupings of gates can be the same or different, or groupings of gates as discussed in connection with the plate assemblies610,710,810,910could be interspersed with vertically stacked pairs of gates, such as44and34discussed above.

The injection plate assemblies of the present invention can provide an additional horsepower increment at least 100 hp greater than prior art nitrous oxide injection systems. It has been found that for a single stage injection billet of the present invention, as measured by dynamometer testing apparatus, an increment of from 150 hp to 400 hp and greater can be achieved, for a conventional drag racing vehicle engine with a nominal horsepower rating of from 400 hp to about 1200 hp. Thus for a stack of three such billets, it is believed that additional horsepower can eventually total of about between 500 hp to 1200 hp or greater.

In the injection plate assemblies of the present invention, it has been observed that pressure seals are established inherently between the plates, with which O-ring seals are actually redundant. Between parallel finished surfaces of plates, seals develop from captive fluid (liquid or gas) therebetween such as from the runners of the plates, as the fluid is forced into and between the finished surfaces, including along microscopic marks that are artifacts of the manufacturing or machining processes, defining what may be termed a “dry seal”, especially when the facing plate surfaces are machined in a radial end mill manner that creates overlapping patterns of swirls. Such a “dry seal” may be observed between plates of glass pressed together and having water therebetween. It is preferred for the present invention that plate surfaces be finished with a Root Mean Square roughness (RMS) surface finish of 2 to 125 μin, and more preferably from 8 to 32 μin, from milling, grinding, turning, lapping or surface treatments, to engage the fluid sealing agent without leakage. Surface treatment with the desired roughness can be attained by providing the surfaces of the lower and upper and tuner plates with polymer coatings such as with polytetrafluoroethylene resin.