Abstract:
A method and apparatus for cleaning a combustion engine having, an intake and combustion chamber having a fuel injector injection device, an oil lubrication system, a catalytic converter and a fuel supply tank. Various solvents are introduced from bulk supply sources into the crank case and into the combustion chamber and into the fuel supply to clean an engine by the introduction of predetermined solvents in a predetermined sequence to clean the engine, the fuel supply tank, the oil lubrication system and the catalytic converter. As chemicals gasify and pass through the catalytic converter, clogging creosote deposits are released thus improving the flow of exhaust through the system improving efficiency and gas mileage.

Description:
BACKGROUND OF THE INVENTION 
       [0001]    1. Field of the Invention 
         [0002]    The present invention relates to a method and apparatus for cleaning a combustion engine having, an intake and combustion chamber having a fuel injector injection device, an oil lubrication system, a catalytic converter and a fuel supply tank. Various solvents are introduced from bulk supply sources into the crank case and into the combustion chamber and into the fuel supply to clean an engine by the introduction of predetermined solvents in a predetermined sequence to clean the engine, the fuel supply tank, the oil lubrication system and the catalytic converter. As chemicals gasify and pass through the catalytic converter, clogging creosote deposits are released thus improving the flow of exhaust through the system improving efficiency and gas mileage. 
         [0003]    2. Description of Related Art 
         [0004]    Additives are available to one to introduce into an engine to partly clean the engine; however, an automobile owner may add an additive to the gasoline tank upon fill-up and completely fail to clean other important operating components of a gasoline engine. 
         [0005]    Engine cleaner compositions are known to remove carbonaceous and lacquer deposits from air and fuel handling surfaces within internal combustion engines without the need to disassemble vehicle. Deposits usually form when partially oxidized fuel backs up from combustion chambers when the engine is run and then shut off. Vapors and mists are deposited as liquids that may cross-link to form lacquers and then bake to form carbonaceous deposits during subsequent operation of the engine. 
         [0006]    The cleaning of fuel injectors, intake systems, intake valves, combustion chambers, catalytic converters, positive crankcase ventilation systems, exhaust gas recirculation (EGR) systems, mass air flow (MAF) systems is an objective of mechanics and operators of automobiles. Even more desirable is to effect the cleaning all at the same time and with a synergistic process. 
         [0007]    Positive crankcase ventilation (PCV) is a system that removes harmful vapors from the engine and to prevent those vapors from being expelled into the atmosphere. The PCV system does this by using manifold vacuum to draw vapors from the crankcase into the air intake stream. Vapor is then carried with the fuel/air mixture into the combustion chambers where it is burned. The flow or circulation within the system is controlled by the PCV valve. The PCV valve is effective as both a crankcase ventilation system and as a pollution control device. 
         [0008]    Exhaust gas recirculation (EGR) system functions to reduce exhaust emissions. The EGR system valve recirculates exhaust into the intake stream. Exhaust gases have already combusted, so they do not burn again when they are reticulated. These gases displace some of the normal intake charge. This chemically slows and cools the combustion process to thus reduce nitrous oxide formation. 
         [0009]    Mass air flow (MAF) sensors convert the amount of air drawn into the engine into a voltage signal. The MAF needs to know intake air volume to calculate engine load. This is necessary to determine how much fuel to inject, when to ignite the cylinder and when to shift the transmission. The air flow sensor is located directly in the intake air stream, between the air cleaner and throttle body where it can measure incoming air. 
         [0010]    Emission control systems in modern cars consist of a catalytic converted, a collection of sensors and actuators, and a computer to monitor and adjust everything. For example, the catalytic converter uses a catalyst and oxygen to burn off any unused fuel and certain other chemicals in the exhaust. An oxygen sensor in the exhaust stream makes sure there is enough oxygen available for the catalyst to work and adjust things as necessary. The catalytic converter does clog or become contaminated during use and needs to be cleaned. 
       SUMMARY OF THE INVENTION 
       [0011]    The present invention teaches certain benefits in construction and use which give rise to the objectives described below. 
         [0012]    The present invention is a fluid dispensing apparatus generally comprising a method and apparatus for selectively dispensing bulk fluids into an automobile engine, the crankcase and the gasoline tank to clean the various operating components comprising a combustion engine. 
         [0013]    In the present invention a plurality of reservoirs are provided which contain bulk cleaning fluids or additives which are selectively introduced into a combustion engine to cause cleaning thereof. 
         [0014]    An emissions system cleaner is introduced into the crank case through the oil filler access. When mixed with hot oil, the solvents rapidly evaporate and cycle through the oil passages in the engine block effectively breaking down polymerized oil deposits that can restrict normal flow. Vapors from the crankcase are circulated into the air flow intake system for indentation by the engine and mixing with vapors from gasoline consumption (including the gasoline additive) and from a solvent or additive introduced directly into the air intake manifold. Both sides of the fuel injector are cleaned as well as other components of the combustion engine. 
         [0015]    Intake and combustion chamber flush is introduced through a vacuum intake line through the intake manifold of the injector base. The flow rate is regulated. This results in clean injectors and a cleaner catalytic converter. 
         [0016]    Finally, a fuel injector system cleaner is introduced into the gas tank. This scavenges and emulsifies water due to condensation and polar deposits in the fuel delivery system and injectors. As the cleaner passes through the engine, the various components thereof are cleaned. As the chemicals gasify and pass through the catalytic converter, clogging creosote deposits are released to improve the flow of exhaust through the system. 
         [0017]    Additional objectives and advantages of the present invention will appear from a reading of the following description of exemplary embodiments of the invention taken in conjunction with the appended drawing Figures, in which like reference numerals indicate the same feature throughout the drawing Figures, or indicate features which are analogous in structure or function. Attention is called to the fact, however, that the drawings are illustrative only. Variations are contemplated as being part of the invention, limited only by the scope of the claims. 
     
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0018]    The accompanying drawings illustrate the present invention. In the drawings, like elements are depicted by like reference numerals. The drawings are briefly described as follows: 
           [0019]      FIG. 1  is a flow diagram of a combustion engine system disclosing the various components thereof to be cleaned by the present invention. 
           [0020]      FIG. 2  is a flow diagram of an exhaust gas recirculation system as used in an internal combustion chamber system. 
           [0021]      FIG. 3  is a simplified flow diagram of an internal combustion engine showing the gas supply, the fuel injector and the cylinder. 
           [0022]      FIG. 4  is a flow diagram of a positive crankcase ventilation system (PCV). 
           [0023]      FIG. 5  is a schematic diagram of a bulk supply system disclosing the bulk supply system connected to an automobile. 
           [0024]      FIG. 6A  is a pictorial view of a manual fluid dispensing means for transfer of fluid from a bulk reservoir for use in the present invention. 
           [0025]      FIG. 6B  discloses a more detailed view of the manual fluid dispensing means of  FIG. 6   a.    
           [0026]      FIG. 6C  discloses an apparatus for receiving additive and for controlled flow of additive therefrom into the air intake manifold of a combustion engine system. 
           [0027]      FIG. 7A  is an electrical fluid dispensing means for transfer of fluid from a bulk reservoir for use in the present invention. 
           [0028]      FIG. 7B  is a computerized fluid dispensing means for transfer of fluid from a bulk reservoir. 
           [0029]      FIG. 8  discloses a schematic diagram, partial in cross section of the cleaning system when the additive is introduced into the air intake manifold and then the cylinder and then the catalytic converter. 
           [0030]      FIG. 9  discloses a schematic diagram, partially in cross section of the cleaning system when the additive is introduced into the gas supply and then the cylinder and then the catalytic converter. 
           [0031]      FIG. 10  is a flow diagram of a bulk supply system being connected through a dispensing device to the combustion chamber of an engine of an automobile. 
           [0032]      FIG. 11  is a flow diagram of a bulk supply system being connected through a measuring device to the gasoline tank of an automobile. 
           [0033]      FIG. 12  is a flow diagram of a bulk supply system being connected through a measuring device to the crankcase of an automobile. 
           [0034]      FIG. 13  discloses an aspirator for additive being introduced into the air intake manifold. 
           [0035]      FIG. 14  is a cross-sectional view of  FIG. 13 . 
           [0036]      FIG. 15  is a frontal view of a programmable means for dispensing a single additive from a bulk supply reservoir into a combustion engine system. 
           [0037]      FIG. 16  is a frontal view of a programmable means for dispensing multiple additives from a bulk supply reservoir into a combustion engine system. 
           [0038]      FIG. 17  is a schematic diagram of a bulk supply system utilizing marine pumps and a separate and the container for receiving additive for controlled introduction as disclosed in  FIG. 6C  for additive going into the air intake manifold. 
           [0039]      FIG. 18  is a schematic diagram of a bulk supply system utilizing one computerized dispensing means and two manual dispensing means. 
           [0040]      FIG. 19  is a schematic diagram of a bulk supply system utilizing three computerized dispensing means. 
           [0041]      FIG. 20  is a schematic diagram of a bulk supply system utilizing a single computerized dispensing means. 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0042]    Referring to  FIG. 1 , there is disclosed a block diagram of the basic components of a combustion engine. Typically, air enters through air cleaner  2  and then proceeds through a Mass Air Flow Sensor  4 , then through a throttle body  6  and then through an Intake Air Chamber  8 , then through an Intake Manifold  10  and then through Cylinder  12  and then through a Catalytic Converter and then exhaust into atmosphere  16 . 
         [0043]    Fuel from fuel tank  22  is supplied through fuel injector  24  into cylinder  12  where the fuel is burned. 
         [0044]    Exhaust leaving cylinder  12  is also caused to pass through an Exhaust Gas Recirculation (EGR) System  20  and introduced into the air supply entering through air cleaner  2  as is well known in combustion engines as disclosed herein above. 
         [0045]      FIG. 2  discloses exhaust gas re-circulation system  20  as being disposed in the exhaust system so that exhaust gas re-circulation system  20  causes some of the exhaust from the combustion engine to be directed back into the air as it leaves air cleaner  2 . 
         [0046]      FIG. 1  discloses exhaust from cylinder  12  as passing through exhaust gas recirculation system and then into the airflow intake by connection means  26 . 
         [0047]      FIG. 3  discloses a typical configuration showing a fuel supply source  22  which supplies fuel to fuel injector  24  and from fuel injector  24  to cylinder  12 . Fuel supply  22  (gas tank) has an input  21  and an output  21   a.    
         [0048]      FIG. 4  discloses a positive crankcase ventilation system  28  which has a positive crankcase ventilation control valve (PCV)  30 . The PCV enables removal of harmful vapors from crank case  32  and into air intake manifold  10 . Positive Crankcase Valve  30  has an input  29  and an output  31 . Crankcase  32  of an automobile conventionally has an opening under the hood into which one may add oil to the crankcase. It is through this opening or port that additive is dispensed by hose  48 . 
         [0049]      FIGS. 1-4  are intended to represent the basic elements of a combustion engine intended to be cleaned by the present invention. 
         [0050]    Referring now to  FIG. 5 , a bulk additive supply system  34  provides a means of dispensing predetermined amounts of solvents in a predetermined order into predetermined points comprising the crankcase  32 , air intake manifold  10  and gas supply  22  to primarily cause cleaning of the mass airflow (MAF) sensor  4 , fuel injector  24 , catalytic converter  14 , and PCV  30 . 
         [0051]    Bulk additive supply system  34  may have a single bulk reservoir or a plurality of reservoirs.  FIG. 6A  discloses a bulk supply reservoir  36 . Fluid from bulk supply reservoir  36  may be dispensed from bulk supply reservoir  36  by a manual pump  38  which dispenses two (2) ounces of fluid for each time the vertical shaft  40  of the pump  38  is actuated. Pump  38  extends to the bottom  42  of bulk reservoir  36  by vertical member  44 . Such pumps  38  are available in the prior art. Manual pump  38  has a convention closure member  39  for matingly fastening pump  38  to reservoir  36 . 
         [0052]    Bulk supply reservoir  36  also defines a bleed opening  64  admitting ambient air into reservoir  36 . Thus, the inside of bulk supply reservoir  36  is maintained at atmospheric pressure. As disclosed in  FIG. 6A  and  FIG. 6B  a dispenser assembly  38  is assembled onto bulk supply system  34 . This dispenser assembly  38  includes a suction tube  44  extending downwardly into a liquid cleaning material  66  (i.e. the “additive”) to terminate at a lower end  68  adjacent to bottom  42  of bulk supply reservoir  36 . Dispenser assembly  38  also includes an outwardly disposed hose barb  69  communicating with suction tube  44 , and to which a proximal end portion  70  of an elongate flexible conduit (or hose)  48  is attached. 
         [0053]    Dispensing means  38  is a marine dispensing means. This means that hose  48  and the dispensing means  38  is continually filed with fluid. Distal end  72  of hose  48  is fitted with a check valve  74 . Check valve  74  is well known in the prior art and is spring loaded to permit fluid flow in one direction. Check valve  74  has a proximal end  78  which is attached to distal end  72  of hose  48 . Distal end  80  of check valve  74  is fitted with a shut off valve  82  which has a nozzle end  84 . In use, one would open shut off valve  82 , insert the nozzle end  84  into a selected port of the engine, e.g., air intake manifold or gas tank or crank case, and the use vertical arm of pump to cause a desired quantity of additive to be forced into hose  48  and therefrom into the chosen port of the engine. 
         [0054]    Output  46  of pump  38  is connected to hose  48  to cause the fluid being dispensed to flow through the hose  52  which may be connected to air intake manifold  10  as disclosed in  FIG. 5 . The controlled introduction of fluid into air intake manifold  10  causes the fluid to be mixed with the air flowing through air intake manifold  10  where such fluid is vaporized or atomized into the air before the air is introduced into cylinder  12 . The fluid laden air enters cylinder  12  where it contacts the inside of cylinder  12  and cleans the surfaces thereof. 
         [0055]      FIG. 6C  discloses a means for introduction of controlled flow of fluid of output of pump  46  into air intake manifold  10 . One apparatus would be to dispense the fluid into an open chamber from which the fluid will be sucked by the vacuum of air intake manifold  10 . 
         [0056]    A hose  90  is connected to bottom  92  of container  86 . Hose  90  is connected through a regulator valve  94  and into port  11  in air intake manifold  10  at a predetermined rate as determined by regulator valve  94 . In this manner, a predetermined amount of fluid  66  is transferred from bulk reservoir  36  and into the air which is being sucked into the cylinder  12 . While the description herein is directed to a single cylinder for simplicity of description, the same method and apparatus may be utilized to introduce appropriate amounts of fluid into the oil tank, gas tank and into the combustion engine. The timing of the various fluids into their respective orifices means that the additives thus added may be operative in the combustion and cleaning process. It is important that the engine be heated and running. 
         [0057]    Introduction of additive fluid into the gas tank and into the crankcase is simply by volume of fluid. The rate of introduction is not crucial. However, it is desirable that the additive fluid being introduced into the air intake manifold  10  be regulated to enable the additive fluid to vaporize with the air passing through air intake manifold  10  before entering cylinder  12 . A preferred method and/or apparatus for effecting controlled flow may be dispensing the additive fluid at a controlled flow rate or to dispense a predetermined amount of additive fluid into a reservoir from which the additive fluid is then introduced into the air intake manifold of a combustion engine. 
         [0058]      FIG. 8  discloses a simplified view of cylinder  12  having a fuel injector  24  mounted there into for the introduction of fuel from gas supply  22  into cylinder  12 . This embodiment is customary for combustion engines known in the prior art. Piston  50  moves up and down within cylinder  12  as gas is introduced into cylinder  12  and burned as well known in the prior art of combustion engines. Fluid from bulk supply reservoir  36  may be dispensed from bulk supply reservoir  36  by a manual pump  38  which dispenses two (2) ounces of fluid for each time the vertical shaft  40  of the pump  38  is actuated, and introduced into air intake manifold  10  as disclosed in  FIG. 6C .  FIG. 6C  discloses that the additive is sucked from container  86  by the vacuum of the air intake manifold and that the rate of flow is controlled by operator control of regulator valve  94 . Alternatively, one may utilize the dispensing means  108  disclosed in  FIG. 7  to force additive  66  from container or reservoir  36  thorough hose  48 A and ultimately through atomizer valve  112  directly into air intake manifold  10  at port  11  of air intake manifold  10 . Dispensing means  108  may control the pressure at which additive  66  is moved as well as the timing of the ingestation cycle for introduction of additive  66  into air intake manifold  10  by way of port  11  into air intake manifold  10  or through some other port such as the brake servo of an automobile. 
         [0059]    Air enters air intake manifold  10  by way of connection means  9  from intake air chamber  8  by conventional means. Air laden with fluid passes from air intake manifold  10  into cylinder  12  by means  52  and as disclosed in  FIG. 1 . This fluid comes in contact with the inside  54  of cylinder  12  and in contact with end  56  of fuel injector  24 . The fluid laden air interacts with end  56  of fuel injector  24  inside  60  of fuel injector  24  and chamber  54  of the inside of cylinder  12  to clean the surfaces thereof. Exhaust  58  flows from cylinder  12  into catalytic converter  14  and interacts with the catalytic converter  14  to clean catalytic converter  14 . It may be appreciated that the process as just described does not cause cleaning of interior  60  of fuel injector  24 . Fuel injectors  24  are well know in the prior art. 
         [0060]    Referring to  FIG. 6A , it may be appreciated that the fluid may be dispensed from bulk supply reservoir  36  in a predetermined quantity and at a predetermined rate into fuel supply  22 . Fluid from bulk supply ( FIG. 11 ) reservoir  36  may be dispensed from bulk supply fluid  66  each time the vertical shaft  40  of the manual pump  38  is actuated. A preferred apparatus would be a manual pump  38  which has vertical actuating arm  40  which may be raised and lowered (pumped) to cause two (2) ounces of fluid to be dispensed from bulk supply reservoir  36  for each cycle. 
         [0061]    It is desirable to cause one (1) ounce of fluid to introduced into the fuel supply for each cylinder in a combustion engine. Thus, one would introduce four (4) ounces into the fuel supply for a four (4) cylinder engine, six (6) for a six cylinder and eight (8) ounces for an eight cylinder engine. In practice, one anticipates having a four (4) cylinder, six (6) cylinder or eight (8) cylinder engine. 
         [0062]    In an embodiment where the additive fluid is introduced into air intake manifold  10 , the additive from bulk supply reservoir  36  is then mixed with the fuel (gas)  22  and flows through interior  60  of fuel injector  24  in a traditional manner. 
         [0063]      FIG. 9  discloses fuel flowing from gas tank  22  to first end  25  of fuel injector  24 , through inside of injector  60  and into inside of cylinder  54 . Bulk fluid (additive)  107  is introduced into gas tank  22  ( FIG. 11 ) where the additive  107  is commingled with the gas in tank  22 . The gas from tank  22  ( FIG. 9 ) flows via hose  23  to fuel injector  24  at first end  25  of fuel injector  24 , through inside  60  of fuel injector  24  and out of second end  56  of fuel injector  24  and into chamber  54  of cylinder  12 . As the fluid laden gas passes through inside  60  of fuel injector  24 , it cleans the interior  60  of fuel injector  24 . The fluid laden gas is burned in chamber  54  of cylinder  12 , cleans such combustion chamber  54  and out exhaust  58  and passes through catalytic converter  14 , cleaning such catalytic converter  14 . Catalytic converter  14  is a conventional catalytic converter as is well known in the prior art. Catalytic converter  14  has an input  15  and an output  16  into the atmosphere. 
         [0064]    Gas from reservoir  22  is vaporized along with the fluid from bulk supply reservoir  36  by fuel injector  24 . Inside of fuel injector  60  is now exposed to the fluid laden gas which causes inside  60  of fuel injector  24  to be cleaned. Exhaust  58  from cylinder  12  flows from cylinder  12  into catalytic converter  14  and interacts with the catalytic converter to clean catalytic converter  14 . It may be appreciated that the process just described primarily cleans interior  60  of fuel injector  24  and further interacts with the interior  54  of cylinder  12  to clean the surfaces thereof, as well as end  56  of fuel injector  24 . Exhaust  58  flows from cylinder  12  into catalytic converter  14  and interacts with the catalytic converter  14  to clean catalytic converter  14 . 
         [0065]    Referring to  FIGS. 1 and 2 , it is disclosed that some of exhaust  18  is diverted from exhaust  58  by exhaust gas recirculating system (EGR)  20  and introduced into air flow system sensor  4  between air filter  2  and air flow sensor (MF)  4  by connection means  26  from exhaust recirculating system  20  to thus cause exhaust having a single fluid or a combination of multiple fluids to be circulated through cylinder  12  where it is further burned. 
         [0066]    Referring to  FIG. 6A , output  46  of pump  38  may be connected to hose  48  to cause the fluid being dispensed from bulk supply reservoir to flow through hose  48  which may be connected to crankcase  32  as disclosed in  FIG. 5 . The controlled introduction of fluid into crankcase  32  causes the fluid to be mixed with the oil in the crankcase where such fluid is vaporized or atomized and becomes part of the vapor which the positive crankcase ventilation (PCV) system  28  ( FIG. 4 ) causes to be drawn from the crankcase  32  by vacuum of the air intake manifold  10  where such fluid laden vapor is introduced into cylinder  12  to clean the surfaces thereof. It may be appreciated that the fluid introduced into the crankcase also causes the interior of the crankcase  32  to be cleaned and removed therefrom by the vapor which is formed in crankcase  32 . 
         [0067]    In a preferred embodiment, fluid is dispensed in a predetermined amount from bulk supply system  34  into crank case  32 . A different fluid is then dispensed in a predetermined amount from bulk supply system  34  into gas tank  22 . Finally, yet a different fluid is dispensed from bulk supply system  34  into air intake manifold  10 . The various fluids gasify as disclosed above and pass through the fuel injector  24 , the cylinder  12 , the mass airflow system  4 , the catalytic converter  14  and the crankcase  36  to clean all such components of a combustion engine. Some exhaust gas  18  is recirculated as disclosed in  FIG. 2 . The resulting gaseous air passing through mass airflow system  4  comprises components of all fluids so introduced. This means that the gaseous air introduced into cylinder  12  is a composite of all fluids so introduced. Likewise, the some exhaust  18  passing through catalytic convert  14  is a mixture of all fluids so introduced and thus effectively cleans all components of a combustion engine, including catalytic converter  14 . 
         [0068]    Referring now to  FIG. 7A , bulk supply reservoir  36  is configured with a hose  48   a  as disclosed for dispensing additive from reservoir  36  through hose  48   a . The hose is hermetically mounted to bulk reservoir  36  by conventional means. Reservoir  36  has a first receptacle  100  integral with the formation of reservoir  36  and a second receptacle  106  of reservoir  36 . Hose  48   a  is conformed to have a vertical member  102  of a predetermined length such that when fitting  104  for fastening hose to container  36  is snugly connected hermetically with bulk reservoir  36 , vertical member  102  extends juxtaposed to bottom  42  of reservoir  36 . Such a connecting means may comprise O-rings, washers or variations of known parts to cause fitting for fastening hose  48   a  to can  104  and vertical member  102  to be sealingly mated with bulk reservoir  36 . In an alternative application, distal end  88  of shut off valve  82  may be fitted with atomizer valve  112 . Atomizer valve  112  is configured to be easily mated into port  11  configured into air intake manifold  10 . The vacuum from air intake manifold  10  will draw additive through atomizer or aspirator valve  112  to cause the additive to be vaporized as it enters air intake manifold  10 . 
         [0069]    Referring now to  FIG. 7B , bulk supply reservoir  36  is configured with a hose  48   a  as disclosed for dispensing additive from reservoir  36  through hose  48   a . The hose is hermetically mounted to bulk reservoir  36  by conventional means. Reservoir  36  has a receptacle  100  integral with the formation of reservoir  36 . Hose  48   a  is conformed to have a vertical member  102  of a predetermined length such that when fitting  105  for fastening hose to container  36  is snugly connected hermetically with bulk reservoir  36 , vertical member  102  extends juxtaposed to bottom  42  of reservoir  36 . Fitting or closure  105  has a hermetically configured port  109  which passes through fitting or closure member  105  to communicate with the interior of reservoir  36  and for mating engagement with output  140  of dispensing means  108  ( FIG. 15 ) may be connected with interior  37  of reservoir  36 . Such a connecting means  105  may comprise O-rings, washers or variations of known parts to cause fitting for fastening hose  48   a  to reservoir  105  and vertical member  102  to be sealingly mated with bulk reservoir  36 . Likewise, hose  111  from dispensing means  108  may be sealingly mated by fitting  105  with interior  37  of reservoir  36 . Distal end  88  of shut off valve  82  may be inserted into the desired location for additive to be added. For addition of additive into the air intake manifold  20 , the distal end  88  may be fitted with atomizer valve  112 . Atomizer valve  112  is configured to be easily mated into port  11  configured into air intake manifold  10 . The vacuum from air intake manifold  10  will draw additive through atomizer or aspirator valve  112  to cause the additive to be vaporized as it enters air intake manifold  10 . 
         [0070]    As disclosed in  FIG. 6A , hose  48  and manual pump  38  comprise a system which is a marine system meaning that hose  48  is continually maintained full of additive. As additive  66  of reservoir  36  is forced in at the proximal end at connector  39  ( FIG. 6A ) or at connector fitting  104  in  FIG. 7A , additive that is in hose  48  ( FIG. 6A ) or hose  48   a  ( FIG. 7 ) to transport fluid therein toward its distal end  72 . 
         [0071]      FIG. 7A  discloses a computerized bulk system dispensing system. Reservoir  36  has a second receptacle  106  integrally formed onto or as part of reservoir  36 . These receptacle may be similar to the closure on an approved receptacle for transporting gasoline in one&#39;s car. 
         [0072]    Dispensing means  108  may be electrically operated to cause a predetermined amount of fluid to be dispensed from reservoir  36 . Since hose  48  and vertical hose  44  ( FIG. 6A ) and vertical hose  102  in  FIG. 7A  are continually filled with fluid, use of pump handle  40  will cause a predetermined amount (1 ounce per cylinder) to be dispensed. The difference between the structure disclosed in  FIG. 6A  and that of  FIG. 7A  is that  FIG. 7A  has a second connecting means  100  which is conventional and screws to receptacle orifice  106 . Dispensing means  108  may be set to exert a certain pressure into reservoir  36  so that a predetermined about of additive will be forced up vertical tube  102  and along hose  48 . Dispensing means  108  may be set such that the flow rate for dispensing 4, 6, or 8 ounces is such that a flow measured amount of additive will be expelled from end of cut-off valve  88  such that, if such additive were being dispensed into the air intake manifold as opposed to the gas tank, the flow rate should be such that such additive would be aspirated as it enters the air intake manifold. End  88  of cut off valve  84  may comprise an atomizer valve similar to that disclosed in U.S. Pat. No. 6,073,638 which is disclosed in  FIG. 13  and in cross-section in  FIG. 14 . 
         [0073]    Referring to  FIG. 13  and  FIG. 14 , at the distal end  88  of shut off valve  82  may be disposed an atomizer fitting, generally indicated with the numeral  112 . In the illustrated case, the aspirator fitting  112  will need not be installed into access with the intake manifold. Any convenient and accessible fitting or connection of sufficient size which opens into the intake system  8  or  10  so as to have intake manifold vacuum during operation of the engine will be acceptable for this purpose. 
         [0074]    As is seen in  FIGS. 13 and 14 , during operation of the engine generally disclosed in  FIG. 1 , the aspirator fitting  112  provides a mist or “fog” (indicated with arrow numeral  114  of the liquid cleaner  66 . As is easily understood, this mist or fog  114  is easily and effectively moved along the intake system  10  into the combustion chamber or cylinder  12  so that very little or none of the liquid cleaner  66  puddles in the intake system  10  regardless of its shape, configuration of the presence of low areas in the intake system  10 . Moreover, the liquid cleaner  66  is not introduced as a liquid stream, or even as coarse droplets, into the intake system  10 , but instead efficiently “fogged” into the engine to substantially eliminate the puddling problem. Consequently, the risk of hydraulic lock of cylinder  12  because of mass of liquid cleaner  66  being drawn at once in to cylinder  12  of the engine is substantially eliminated. Further it is believed that the “fogging” of cleaner  66  into the intake system  10  of cylinder  12  will result in a more effective distribution of the cleaner  66  to the surfaces of this system, as well as to the surfaces of fuel injector  24  and combustion chamber (cylinders of an engine). 
         [0075]    In order to provide the fogging function for cleaner  66  as discussed above, the aspirator fitting  12  includes a body  112  which along a forward exterior portion  116  thereof defines a stepped or alternatingly conical and cylindrical surface, generally indicated with the numeral  118 . The surface  118  thus provides a wide variety of diameters which may be connected conveniently to a fitting or hose clearing into the intake system  10 . A rear portion  120  of the body  122  defines a hose barb feature  124 , to which the end of shut off valve  88  connects. Extending lengthwise through the body  122  is a central bore  126 . Preferably, bore  126  is of a size to control the rate of introduction of additive  66  into the intake manifold  10  vacuum existing in cylinder  10  during operation at idle speed or at a speed slightly above idle speed. Most preferably, the through bore  126  of 0.037 inches in diameter. Intermediate of the portions  116  and  128 , body  122  also defines an air intake section, indicated with numeral  130 . 
         [0076]    Preferably, the air intake section  130  is cylindrical, with a circumferential grove  132 . From groove  132  is a lateral air intake bore  134  extends to the through bore  126  Bore  126  and bore  134  have an intersection indicated by farrowed numeral  136 . Preferably, this intersection  136  is one with coincident centerline and at perpendicular angle. However, the invention is not so limited. For example, an angulation of the bore  126  toward or against the direction of flow of liquid cleaner  66  in the engine may assist in atomizing this cleaner. Similarly, bore  134  might be arranged to intersect with bore  126  somewhat in a tangential direction so that a swirl is introduced into the liquid cleaner  66  and aid which together flow from the intersection  138  toward the cylinder  12  within the fitting  112 . The size of bore  134  is most preferably 0.041 inches in diameter. 
         [0077]    The size of this bore  134  is important for a number of reasons. First, the size of bore  134  is important because it influences the amount of engine vacuum communicated to the reservoir  36 , thus affecting the rate at which cleaner  66  is drawn from this reservoir into the cylinder  12 . Further, the size of bore  134  affects the amount of ambient air drawn into cylinder  12  via the fitting  112 , and thus affects the degree to which the speed of cylinder  12  is elevated above idle speed by virtue of this air bleed  64  and without an adjustment of the idle speed control screw of the engine or control of throttle position by a person at the driver&#39;s control of the car. Further, the combination of the rate of feed of liquid  66  from reservoir  36  and the rate of intake of ambient air via bore  134  is affected by the sizes of these two bores, thus affecting the atomizing of the liquid  66  effected by the aspirator fitting  112 . 
         [0078]    Referring to  FIG. 10 , it may be appreciated that dispensing means  108  may be manual as long as the flow rate of dispersion is controlled. However,  FIG. 10 through 12  disclose a dispensing means for introduction of additive  107  into air intake manifold  10  ( FIG. 10 ) gas tank  22  ( FIG. 11 ) or the crank case ( FIG. 12 ). 
         [0079]    A typical dispenser as may be used is offered by I &amp; J Fisnar, Inc. 2-07 Banta Place, Fair Lawn, N.J. 07410. One model would be DK118 digital dispenser, Once a shot time for dispensing application has been proved to produce the desired volume, the dispense time can be simply entered into the memory of the DK118. The information will be retained until a new time is entered. This “teach &amp; learn” method ensures a consistent and reliable dispensing operation. A further useful feature of the DK118 is that the system&#39;s display can be switched to indicated either “dispense” time of “dispense pressure”. 
         [0080]      FIG. 15  is a partial pictorial front view of a DK118 digital dispenser. Digital dispenser  108  may be any such dispenser which will accomplish the objective of metering a predetermined flow of additive at a predetermined rate from an additive supply  107  as shown in  FIGS. 10 ,  11  and  12 . 
         [0081]    A typical embodiment of such a dispenser preferably has a bulk valve air outlet  140  which is connected to reservoir  36  as shown in  FIG. 7 . Dispensing means  108  comprises a suck back control  152  such that air is not sucked back from reservoir (container)  36  after a cyclic application of additive  66  from reservoir  36 . Check valve  74  on hose  48  ( FIG. 6A  and  FIG. 7 ) works cooperatively with such back control  152  to regulate the outflow from hose  48 . Output port  140  is connected directly to reservoir  36  as disclosed in  FIG. 7 . 
         [0082]    Dispensing means  108  further has a keyport setting  142  for entering parameters to amount of fluid and flow speed. Such means  108  also has an air regulator means  144  for adjustment of the air pressure at output  140  and an on/off switch  146 . Dispensing means  108  is in the on position prior to activating such means to dispense fluid by operation of activator switch  148 . This causes the pressure to be maintained and upon activation of switch  148 , dispensing means causes the predetermined amount of fluid to be dispensed at the predetermined rate of flow. Digital time and pressure display  150  provides the user with a visual indication of the parameters set into dispensing means  108 . A further useful feature of the DK118 is that the system&#39;s display can be switched to indicate either “dispensing time” or “dispense pressure”. 
         [0083]    I &amp; J Fisnar, Inc. also provides a DSP501A-4 dispenser and a DD305 dispenser and other dispensers that have multiple cycles as disclosed above. Thus, one may program a DD305 for a 4, or 8 cylinder engine. One cycle may be used for adding additive into the oil tank, another cycle for adding additive into the gas tank and a third cycle for adding additive into the air intake manifold, all with predetermined amounts and at predetermined rates of introduction. The only additive that must be introduced at a sensitive flow rate is the additive that is introduced into the combustion engine by way of the air intake manifold  10  to provide atomization of such additive  66  as disclosed in  FIG. 6C  or  FIGS. 13 and 14 . 
         [0084]    When multiple dispense programs are required, the digital fluid dispenser may provide multiple different settings, easily recalled for different sequential operation. In addition multiple air regulated outputs are available for single or simultaneous multiple dispensing operations. A suck-back control delivers vacuum to the outputs. 
         [0085]    The present invention enables one to utilize bulk storage of additives for selected introduction of additives into the oil system, the gas system and the air system of a combustion engine. This concept is disclosed in a simple form in  FIG. 5 . The preferred embodiment of the present invention will be disclosed further in  FIG. 15  where different reference numerals may be used that previously denoted in preceding figures. The previous disclosure has been presented for a single cylinder. The present invention is destined for use for cleaning automobile engines having 4, 6, or 8 cylinders. The present invention may be used for any internal combustion engine because one may cause only one unit of additive to be dispensed for a single cylinder, four for a 4 cylinder engine, six for a 6 cylinder engine and eight for a 8 cylinder engine. Thus, the present invention accommodates varied needs from a bulk supply of additives, eliminating inaccuracies in measurement, wasted additive or untimely introduction of additives into the operating system of an automobile having a combustion engine, gas supply system and an oil supply in an integrated system. 
         [0086]    Referring now to  FIG. 16 , a representative dispensing unit may comprise an energizing switch  154  which actives multiple cycle dispensing means  156 . Air output gage  158  may determine the air pressure to dispensing additive from a reservoir  36 . The air pressure may be regulated by adjustable air regulator  160 . Power to dispensing means  156  may be controlled by power on/off switch  162 . After the unit is turned on with switch  162 , one then keys dispensing means  156  to perform its programmed function by energizing switch  154 . Alternatively, one may elect to have a continuous dispensing cycle rather than a timed cycle. This is accomplished by way of timed/continuous switch  176  which has a first position for continuous operation and a second position for timed operation. With the parameters properly programmed into the dispensing means  156 , one simply energizers switch  154  and dispensing means  156  performs the desired dispensing of additive to the air intake manifold  10  from first timed output  170  by way of atomizer valve  112  disclosed in  FIG. 13  and  FIG. 114  to achieve the exact timing for introduction of additive in response to dispensing means  156  and into crankcase  32  from second timed output  172  and into gas tank  22  from third timed output  174 . A dispensing means is disclosed in  FIG. 7  as  108  as being a single function dispensing means more particularly disclosed in  FIG. 15 . 
         [0087]    The cycles of dispensing means  156  may be controlled manually or automatically by way of switch  164 . When switch  164  is in the automatic position, the programmed cycle parameters will be ensued. Time set keyboard  168  is utilized to input the different timing of the cycles of dispenser  156 . In this manner, one sequence may be provided for a four cylinder engine, one for a six cylinder engine and one for an eight cylinder engine. It has been determined that 1 ounces of fluid should be input into the combustion engine system for each cylinder. Dispenser  156  may have a first output  170 , a second output  172  and a third output  174 . Each output may have a different dispense rate. Thus, one may predetermine the cycle time and amount for a particular application. 
         [0088]      FIG. 17  discloses a bulk dispensing system which has three reservoirs. Reservoir  180  contains a first additive. Reservoir  182  contains a second additive and reservoir  184  has a third additive therein. Each reservoir is equipped with a marine pump  38  disclosed in  FIG. 6A . The user must actuate the vertical pump handle  40  to dispense the desired amount of additive, preferably one ounce per cylinder. Additive that is destined to be introduced in air intake manifold  10  must be introduced at a controlled rate so that it will be atomized into the airflow passing from the air filter, through the mass air flow system and eventually into the cylinder  12 . One method and apparatus for such controlled rate of flow is to use the structure that is disclosed in  FIG. 6C  as previously discussed. By first passing the additive into container  86  from which one may regulate the rate of flow by regulator valve  94  such that the rate or the time of introduction of additive  180  may be regulated to be 7 or more minutes for a combustion engine system. Hose  90 A connects container  86  to air intake manifold. Additive  180  is dispensed into container  86  by way of hose  48  as more particularly disclosed in  FIG. 6A . 
         [0089]    Referring to  FIG. 18 , it may be appreciated that a computerized dispensing means  108  as disclosed in  FIG. 7 , may be utilized to effect a timed cycle of dispensing additive  180  from bulk supply system  34 . Bulk supply system  34  has a plurality of bulk supply containers  36 . Additive  180  may be dispensed with the computerized dispensing means  108  as shown in  FIG. 7 . Actually, dispensing means  108  forces additive from reservoir  36  through hose  48   a  rather than pumping additive  180  as does manual marine pump  38 . When using the present dispensing means, there is no air bleed hole into container  36  since the dispenser causes additive to be pushed or extruded from container  36  through hose  48   a . In both applications hose  48  and hose  48   a  are always filled with additive and may be referred to as a marine system. Atomizer nozzle  112  is effective when used in conjunction with a timed rate controlled flow of additive to cause additive  180  to be introduced into air intake manifold  10  in a vaporized state. Additive  182  may be transferred into air intake manifold  10  by way of atomization nozzle  112  as disclosed in  FIG. 14 . 
         [0090]    Additive  182  and additive  184  are dispensed from their respective reservoir or container  36  utilizing a marine pump as disclosed in  FIG. 6A . An operator would dispense additive  182  and additive  184  in the desired amounts and then additive dispensing means  108  to dispense additive  180  as programmed for optimum results. There is no need for the operator to stand by to watch while the cleansing process is completed. 
         [0091]      FIG. 19  discloses an embodiment wherein additive  180  is dispensed by dispensing means  108  as disclosed in  FIG. 7  and wherein additive  182  is dispensed by dispensing means  108  as disclosed in  FIG. 7  and additive  184  is dispensed by a dispensing means  108  as disclosed in  FIG. 7 . In this embodiment, each additive has its own computerized dispensing means. Each dispensing means  108  has its own timing and flow rate and synergetic interaction within combustion engine system. 
         [0092]    A further embodiment as disclosed in  FIG. 20  may be associated with each bulk additive supply  180 ,  182  and  184  as a single computerized dispensing means  156  which comprises a dispensing network  186 , a dispensing network  188  and a dispensing network  190  embodied in a single computerized dispensing means  156  ( FIG. 16 ).  FIG. 20  discloses the dispensing means  186 ,  188  and  190  as if they were each a single dispensing means used together for ease of understanding. Dispensing means  156  as disclosed in  FIG. 16  may be configured in an entirely different manner as is know in the prior art. Dispensing means  156  has the ability to time the application of each additive  180 ,  182  and  184  in a predetermined order and for a predetermined time and predetermined amount. Once dispensing means  156  is energized, dispensing means  156  will complete the cleaning sequence without any need that an operator monitor the process. In this embodiment, it is intended that one computerized dispensing means  156  be utilized. See  FIG. 16 . Utilization of a single dispensing means enables the user to program which additive is to be added first and which additive is to be added second and which additive is to be finally added. The introduction rates of the additive that goes into the gas is rapid and the introduction rate of the additive that goes into the crankcase is rapid. The third additive which goes into the air intake manifold must be slowly introduced in an atomized state and for a period of minutes, preferably 25 to 50 grams per minute 
         [0093]      FIG. 5  discloses three hoses  48 , each connected with a bulk supply system  34 .  FIG. 15  discloses a bulk supply system  34  comprised of at least three separate storage compartments (reservoirs) or an unitary storage reservoir having three reservoirs therein. A first storage unit  184  is configured as disclosed in  FIG. 6A . A second storage unit  182  is configured as disclosed in  FIG. 6A . A third storage unit  180  may be configured as disclosed in  FIG. 6A  in combination with the apparatus disclosed in  FIG. 6C . 
         [0094]    The additive supplied by way of  FIG. 6C  is for introduction of additive into the air intake system by way of air intake manifold  10 . This additive must be introduced at a rate that it is permitted to vaporize or be atomized into the intake air stream for then introduction into cylinder  12  for combustion. The apparatus disclosed in  FIG. 6C  may be replaced with an atomizer valve mechanism as disclosed in  FIG. 13  and  FIG. 14 .  FIG. 5  shows a bulk supply system for introduction of additive into three different ports of an automobile, i.e., the gas tank, the crank case and the air intake system. 
         [0095]    One using the system schematically disclosed in  FIG. 15  would cause hose  48  associated with additive supply  182  to be connected into a port communicating with crank case  32 . Hose  48  associated with bulk supply reservoir  184  would be connected into the gasoline tank  22 . Hose  48  associated with bulk supply  180  is connected to the apparatus disclosed in  FIG. 6C  for purposes of controlled introduction of additive from storage unit  180  at a rate such that the additive will be vaporized when introduced into air intake manifold  10 . This flow rate is adjustable by the apparatus disclosed in  FIG. 6C . 
         [0096]    In practice, one would cause a predetermined amount of additive  182  to be first introduced into crankcase  32 , then a predetermined amount of additive  184  introduced into gas tank  22  and then, while the engine is running at an idle speed or faster, while at optimum operating temperature, additive  180  into the air intake manifold  10  at a controlled rate by utilization of the apparatus disclosed in  FIG. 6C . In operation, one may appreciate that the gas passing into cylinder  12  through fuel injector  24  carries additive  184 ; air flowing from air intake manifold  10  carries additive  180  into chamber  54  ( FIG. 8  and  FIG. 9 ); crankcase vapor is carried through PCV valve  30  ( FIG. 4 ) into air intake manifold  10 ; exhaust gas is carried into the air intake system before the mass airflow sensor  4  by the exhaust gas recirculation system  20  disclosed in  FIG. 2 . 
         [0097]    At this point, we have additive  160 , additive  162  and additive  164  passing through fuel injector  24 , into combustion chamber  54 , through catalytic converter  14 , through mass air flow system  4  and becoming commingled and reintroduced into combustion chamber  54  of cylinder  12  and ultimately out through catalytic converter  14  to thus expose these components to the additives,  160 ,  162  and  164  to clean the combustion engine.