2) United States Patent Mungas et al. (4) THROTTL BLE EXHAUST VENTURI (76) Inventors: Gregory 5. Mungas, Mojave, CA (US): - Buchanan, Ls Habra, CA Jose T. Banzon, Je, Glendale, CA (*) Notice: Subject to any disclaimer, the term of this pateat is extended or adjusted under 35 USC. 1540) by 133 days. ey Appl. No 13/488,684 (22) Filed: Apr. 27, 2012 Prior Publication Data US 201200272651 AL 63) Nov. 1, 2012 Related U.S. Application Data (60) Provisional application No, 61/380.835, 29, 2011 filed om Ape: GI) Inc FUIN an FOIN 13/08 FOIN 1320 (2006.01) (201001), Go1001) «2 FOIN 13/082 (2013.01): FOIN 13720 (G013.01); F01N 226006 (2013.01); FOIN 2270108 (2013.01) Fleld of Classification Search crc POIN 13/20; FOIN 13/082 USPC (6689, 315-317, 319, 322, 324 181/262 ‘See application file for complete search history. 66) References Cited USS. PATENT DOCUMENTS 1500947 a, 24316 A 111925 siston 31966. Endres 1US009206729B2 (10) Patent No. 4s) Date of Patent: US 9,206,729 B2 Dee. 8, 2015 3470.5 A 101969 Gare 431083 A '21982 Copen aaiss7s A 69K Pagina Sousa A tod Sone SSMAM A G1so3 Me Srosr.oe 2122009 Ranganathan ea Continved) POREIGN PATENT DOCUMENTS rp » i709 AL 42007 woke? AY S/o (Continved) OTHER PUBLICATIONS (Chang, hisook ta, New Heat Transfer Corsation for an HCCT Engine Derived from Measurements of Istantneous Surface Heat Fu, Society of Automotive Engineer, Ine 2004, 18 pages, Continved) Primary Examiner (74) Attornes Hoang Newyen Agent, or Firm — HolzerlPLaw, PC 6 ABSTRACT A throttleable exhaust ventur is described herein that ge tes strong suction pressures at an exhaust outlet by accel fating an incoming ambient fluid stream with the aid of a Venturi to high gas velocities and injecting. a combustion exhaust stream into the ambien fli steam at an effective venturi that. A mixing element downstream of the venturi throat ensures thatthe mixed Aid stream recovers from 3 negative staie pressure up o local atmosphere pressure. A physical and the effective throat of the venturi are designed to promote mixing and stabilize theambient uid flow to ensure that high velocity is achieved and the effective venturi is ‘operable over a variety of combustion exast stream mass fl rates. 27 Claims, 23 Drawing SheetsUS 9,206,729 B2 Page 2 66) References Cited wo 200911288 AL 92009 WO 3o12d04eL Ad 112012 USS. PATENT DOCUMENTS Wo 20121149462 83112012 8470.01 B2° 72013 MeCanhy, Jr 60301 OTHER PUBLICATIONS 2ovoid000205 AL 12010. Freese JorDo1m0338 AL 72010 Vinay Iernaionl Searing Auhority International Search Report, PCT 2oLvo0{1060 AL 1/2011 Mecarthy [US2012035640 dated No. 28, 20125 pages Ingestion Searching Autos, Wren Opinion, PCTUS2O12 FOREIGN PATENT DOCUMENTS. (35640 dated Nov, 23,2012, 3 pags. Internionl Searing Authority, International Search Repo, PCT KR 20-1907-9008232 VI 41907 'US2012003964, dated Nov. 25.2012. S pages KR oruooa2n2 YI #41997 International Searching Autocity, Witen Opinion, PCT/US2O12 KR 10-2008.0071839 A’ $2008 poor a pe orleans (035641 dat Nov. 23,2012, 5 pases. Re rane tanta etna "Europea Patent Oe, Europea Search Report May 26,2016, 6 wo DSATSI7 AL “81998 pages wo 2oocosi4es AL 62006 WO 2000-008399 AL $2009 * cited by examinerU.S. Patent Dee. 8, 2015 Sheet 1 of 23, US 9,206,729 B2U.S. Patent Dec. 8, 2015 Sheet 2 of 23, US 9,206,729 B2 200 Oxidizer 264 270 Combustion Engine ce 268 Controtier Fuel 282 a0 262 FIG. 2U.S. Patent Dee. 8, 2015 Sheet 3 of 23, US 9,206,729 B2 300 Relative Fuel J Es ‘conomy improvement ON 20% 10% o a 2 a a Exhaust Suction Pressure (psig) FIG. 3U.S. Patent Dee. 8, 2015 Sheet 4 of 23, US 9,206,729 B2 Venturi to 400 Ambient J Fluid : incompressible panty Fluids Ratio 10 09 t a8 t 07 | = i i ' t t 1 I, Compressible Fluids 4 03 on x0 noone ncnnnnnanoninniiennnnunninintaninennate oo 02 os a8 os Me Mach number FIG. 4US 9,206,729 B2 Sheet 5 of 23 Dec. 8, 2015 U.S, PatentU.S. Patent Dec. 8, 2015 Sheet 6 of 23, US 9,206,729 B2 616 \ 840 618 NY re FIG. 6U.S. Patent Dec. 8, 2015 Sheet 7 of 23, US 9,206,729 B2 700 ‘ 726 \ sean aaa i oy re 738U.S. Patent Dec. 8, 2015 Sheet 8 of 23, US 9,206,729 B2 =.US 9,206,729 B2 Sheet 9 of 23 Dec. 8, 2015 U.S, Patent 926 eae FIG. 9U.S. Patent Dee. 8, 2015 Sheet 10 of 23 US 9,206,729 B2 1000 \U.S. Patent Dee. 8, 2015 Sheet 11 of 23 US 9,206,729 B2 Ht rT 4114? 1110 FIG. 11U.S. Patent Dee. 8, 2015 Sheet 12 of 23 US 9,206,729 B2 1200 Exhaust - Static Suction Pressure (psig) 0.0 0.2 0.4 0.6 0.8 1.0 Ambient Fluid Mach Number FIG. 12U.S. Patent Dee. 8, 2015 Sheet 13 of 23 US 9,206,729 B2 ‘Combustion 0.00 0.20 0.40 0.60 0.80 1.00 ‘Combustion Exhaust Mach Number FIG. 13U.S. Patent Dee. 8, 2015 Sheet 14 of 23 US 9,206,729 B2 1400 Vehide DD Spee (nphy a8 Operating Zone to ‘Obtain Sonic Velocity in Venturi ebSSSESES o 5 a Ss Oo Ss Mm we Iniet Area to Throat Area Ratio FIG. 14U.S. Patent Dec. 8, 2015 Sheet 15 of 23 US 9,206,729 B2 1500 Suction Mach Pressure Lice (psig) 0.0 “1.0 “2.0 -3.0 4.0 5.0 6.0 70 “8.0 “9.0 ~10.0 3.00 2.50 2.00 1.50 1.00 inlet Area to Throat Area Ratio ee aeU.S. Patent Dee. 8, 2015 Sheet 16 of 23 US 9,206,729 B2 J 1600 Trae), Mixture Specific Rend SA QAR} Heat Ratio (Yn) 450 400 350 300 250 200 150 100 50 ° Ambient Fluid to Combustion Exhaust Mass Ratio (e) FIG. 16U.S. Patent Dee. 8, 2015 Sheet 17 of 23 US 9,206,729 B2 J 4700 Combustion Exhaust . UNMIXED GAS STREAM SOLUTIONS (ONIFORM MIXED GAS STREAM SOLUTIONS: + 70.33 10°20 30 40 50 60 70 80 90 100 Ambient Fiuid to Combustion Exhaust Mass Ratio (e} FIG. 17U.S. Patent Dee. 8, 2015 Sheet 18 of 23 US 9,206,729 B2 ‘Combustion 1800 Exhaust Mach Number 10 20 30 40 50 60 70 80 9.0 100 Ambient Fluid fo Combustion Exhaust Mass Ratio (e) FIG. 18US 9,206,729 B2 Sheet 19 of 23, 2015 Dec. US. Patent Ambient Fluid to ‘Combustion Exhaust Mass Ratio (e) 0.30 0.40 050 0.60 0.70 080 0.90 1.00 0.10 0.20 Combustion Exhaust Mass Flow Output Ratio FIG. 19U.S. Patent Dee. 8, 2015 Sheet 20 of 23 US 9,206,729 B2 Combined Exit Area Ratio {Arnica # Asngion.2) 40 30 20 Mach 10 Number (Mine) 0.0 0.40 0.30 0.20 0.10 0.00 0.10 0.20 0.30 0.40 0.50 0.60 0.70 0.80 0.90 1.00 Combustion Exhaust Mass Fiow Output Ratio FIG. 20U.S. Patent Dee. 8, 2015 Sheet 21 of 23 US 9,206,729 B2 J 2108 Improve power plant fuel economy from gas phase working fluid power plants by reducing heat loss from the working fluids and allowing the working Suids to achieve full expansion. 2110 Lower the mean effective working gas pressure in the power plant to lower heat foss from the working fluid by reducing the exhaust pressure by greater than 1 psig 2418 Provide strong exhaust suction pressure fo remove volume ‘occupying gases that fimit expansion of working fluid gases in a power cycle of the power plant by reducing the exhaust pressure: by greater than 4 psig. 2120 incorporate additional power extraction mechanisms (e.g... turbine) on the power plant exhaust that provides additional pressure ratio conversion into useful mechanical work. FIG. 21U.S. Patent Dee. 8, 2015 Sheet 22 of 23 US 9,206,729 B2 J 2200 Intake an ambient fluid flow into a throttleable exhaust venturi ‘Accelerate the ambient fluid flow to a high velocity within the venturi Inject a variable combustion exhaust gas flow into the ambient fluid flow at an effective throat of the venturi. 2208 2210 2215 2220 Mix the combustion exhaust gas flow with the ambient fud flow downstream of the effective throat. 2225 Separate the mixed fluid flow from one or more interior surfaces of the venturi 2230 impart a spiral rotation to the ambient fluid flow, the combustion exhaust gas flow, and/or the mixed fluid flow. Discharge the mixed exhaust gas / ambient fluid flow, FIG. 22 2238U.S. Patent Dee. 8, 2015 Sheet 23 of 23 US 9,206,729 B2 se2eets | 995 um omUS 9,206,729 B2 1 ‘THROTTLEABLE EXHAUST VENTURI (CROSS-REPERENCE TO RELATED "APPLICATIONS, ‘The present application claims benefit of priority to US. Provisional Patent Application No. 61/480,835, entitled “Thyotteable Venturi Exhaust Svetion System” and filed on Apt. 29, 201 |, which s specifically incorporated by reference herein forall that it discloses or teaches BACKGROUND “The fuc-air or other fac-oniizer combustion that occurs within internal combustion engines produces a significant mount of heat that is typically cissipated by the walls ofthe ‘ylinders and through the piston. Is estimated that much ‘850 perceat of the available mechasical poser that coud be tenersed from an intemal eombustion engines lost as heat Engine cooling ereates the mechanism for extracting heat out ‘of the combustion gases, which reduces the amount of ‘mechanical power that ean be exircted from these gases. As result ths dissipation of heat greatly’ reduces the eficieney ‘ofthe engine. For example, in ear, its estimated that about 25% ofthe avsilable chemical energy from the fuel-oxidizer ‘combustion in the engine is dissipated through the radiator. This is compurableto the fraction af total available powerthat js converted into usell mechanical power coming out the ‘engine crankshaft. The rest ofthe enengy (€g.- about 50%) is ‘ypically lost through the exhaust system (although partial recovery may occur through incorporating turbochargers oF similar mechanisms driven by the exhaust). As foel prices increase, method and systems for recovering some ofthis lost ‘enoray are inereasingly desirable Previous attempts to incorporate a venturi within an ‘exhaust system for a moving vehicle have filed to produce Significant efficiency uains. Further, these prior art designs fal to be throttleable under a variety of combustion engine ‘output states, SUMMARY, Implementations described and claimed herein address the Jorepoing problems by providing a throtleable venturi com- prising an effective throat with an adjustable size defined hy ‘a mass flow ratio ofa frst separate fluid stream to a second, Separate uid steam at the effective throat ofthe vents ‘Implementations described and claimed herein address the oregoing problems by further providing a method comprise ing injecting a first Bid stream into a second Mui stream at efletive throat of athratleable venta, wherein the eflec- tive thmoat hs an adjustable size defined by a mass flow ratio ‘of the second fui stream tothe first fui stream, Implementations described and claimed herein address the foregoing problems by further yet providing a throtieable ‘exhaust Venturi comprising an ambient fluid path that accel ‘erates an ambient fhid stream to subsonie velocities greater than about Mach 0.3 at an effective venturi throat and a ‘combustion engine exhaust outlet that discharges a eombus- ‘ionengine exhaust stream ino theambient uid steam atthe ‘effective venta throat, wherein the effective venturi throat ‘changes size and location within the ventas! depending on 9 ‘mass flow ratio ofthe ambient fai stream fd stream to the ‘combustion engine exhaust steam, ‘Other implementations are also described and recited herein 0 o 2 [BRIBE DESCRIPTIONS OF THE DRAWINGS FIG. 1 isa panial perspective view ofa vehicle incorpo- siting an example throtleable exhaust venturi PIG. 2 is a Nowshart illustrating a system for providing controllable vacitim pressore on 2 combustion engine exhaust with a varying exhaust gas output FIG. 3 illustrates a graph of relative improvement in fl economy foran example 3 eylinder piston combustion engine asa funeton of exhaust suetion pressure and engine load FIG. 4 illustates a graph of venturi air density ratio a8 a unetion of Mach number for an example implementation of the presently disclosed techoology. FIG. 8s cross sectional view of ua example throttleable cexhast vent FIG. 6 i a detail view of a central pipe of the example ‘hrosleable exhaust venturi of FIG. 8. FIG. Tis a cross-sectional view of an example throteable extuust venturi operating in alow exhaust output condition with corresponding ud low streamlines, PIG, 8s a desi view of the ceatral pipe of the example throttleable exhaust venturi of FIG. 7. FIG. 9 8 erose-scetional view ofan example thrtteable exhaust venturi operating in a high exhaust output condition ‘with corresponding hid low streamlines, FIG. 10 js a detail view ofthe eetral pipe ofthe throtle- able exhaust Venturi of FIG. 9, FIG. 11 isaeross sectional view of an example throttleable exhaust venturi incorporating vortex generators FIG. 12 illustrates # graph of maximum exhaust static suetion pressure as a function of ambient fd streamline ‘Mach auimber at a venturi throat ofan example tetleable exhaust ven FIG. 13 illustrate a graph of combustion exhaust gas sag ‘ation suetion pressure asa function of combustion exhaust ‘Mach number in an example throtleable exhaust venturi FIG, 14 illustrates a graph of an operating zone within ‘which ambient fluid streamlines obtain sonic velocity in a venturi throat of an example trotleable exhaust venturi FIG. 15 illustrates a graph of an effect of ventur inlet area to venturi throat area ratio on suetion pressure and Mach ‘number in an example thrtteable exhaust venti FIG, 16 isa graph illustrating changes in propecties of 3 uniformly mixed Muid stream of ambient uid and combus ‘ion exhaust as a function of ambient uid to combustion exhaust mass ratio in an example throtleable exhaust venturi. FIG. 17 is a graph ilustating combustion exhaust g8s ‘Mach number asa funetion of ambient Hid to combustion exhaust mass ratio for completely unmixed fui streams and perfectly mixed fluid steam lowing through a throat of an ‘example throtleable exhaust venturi FIG. 18 is a graph illsirting a subset of solutions fom PIG. 17 with an additonal design constraint associated with ‘how three different example venturi throat designs vary the effective throat cross-sectional area with an inereasing com bnstion exhaust mass flow rate, FIG. 19 is graph illustrating how ambient fai to come bustion exhaust mass ow ratios vary with different combus- ‘ion exhaust mass flow output ratios for the three dierent ‘example ventur theoat designs of FIGS, 17 and 18. FIG. 20}sa graph illustrating uniformly mixed venturi exit arvas relative to combustion engine port cross-sectional ext fareas in onder to achieve an appropriate stmospherie otlet pressure as a function ofthe combustion exhaust mass flo fntio forthe three diferent example throng ventur throat designs of FIGS. 17, 18, and 19US 9,206,729 B2 3 FIG. 21 illustrates example operations for improving ‘engine fuel eficiency by applying svetion pressure ala com= bustion exhaust outlet FIG. 22 illustrates example operations for using throttle ‘ble exaust venturi to increase the fuel elliciency of an ‘engine. FIG. 29 ilusiates example road test ils utilizing 3 throtleable exhaust venturi based on the design principles disclosed herein on several dierent vehicles and the corre sponding relative improvement in fuel economy. DETAILED DESCRIPTIONS FIG. 1 isa partial perspective view of vehicle 192 incor. porating an example thrtteable exhaust venturi 100. The Vehicle 102 is depicted as the rear half ofa piek-up tick, the front half of which is omitted for lary. The vehicle 102 is ‘equipped with combustion engine (not shown) tbat pro- ‘duces combustion exhaust gasses that low through one oF ‘more pipes, mulles andor catalytic converters (eg. muller 106 and inet pipe 110) as ilusrated by arrow 104, and into the throtteable exhaust venturi 100, “Although the presently disclosed technology is described with speifleity as used in conjunction with an internal com- bustion (IC) piston engin, the presently disclosed technol- ‘ogy may be used with other ypes of engines, Forexaniple, the presently disclosed technology may be used with a turbine that extracts power fom hot combustion gases, hybrid com- bination ofthe IC engine and a turbine (eg. a turbocharged ‘engine and a turbo-compounded engine), andlor other ‘engines tht utilize pressure rato of vids inside the engine to ‘convert heat from the fhid gasesinto useful mechanical work, ‘The presently disclosed technology also applies tater mov= ‘ng or movable vehicles: including sireraft spacecraft water craft (above surlace and below surface), ground-based vehicles, and all other vehicles generating mechanical power from gases which are ultimately exhaastd fom theengineon the vehicle (eg, vehicles with combustion engines) ‘When the vehicle 102 isin motion, eatively stationary surrounding ambien fid(e., airor waters forced into the ‘venturi 100 as illustrated by atrows 108, Te presently dise ‘closed technology also applies 10 stationary combustion ‘engines with an available, moving working fluid (other than the combustion engine exhaust) that may be captured by the venturi 100, “The combustion engine exhaust within the inlet pipe 110 (tustated by arow 104) and the surrounding ambient uid reed into the venturi 100 (illustrated by arrows 110) are ‘combined within the venturi 100 to provide one or more performance enhancing effets on the combustion engin (as discussed in detail below). The combined ambient thidien- sineexhaust then exits the venturi 100and he vehicle 102, as ‘lustrted by arrow 112, Tone implementation, the venturi 100 receives the ambi ‘ent fuid and accelerates it toa high subsonic Nui velocity in f compressible fid regime (e., between Mach 0.3 and “Mach 1.0) in order to generate lange magnitude (e,2execed- ing 1 psig less than a local atmospheric pressure) suction pressureson the engine exhaust Further, the venturi 100 may achieve and maintain the high velocity and the large magni- tude svetion onthe eagine exhaust vera very wide range of ‘combustion engine exhaust flow rates, densities, tempera tures, andor pressures, as well as a very wide range of sir rounding ambient fluid velocities (e.g. greater than about 25 miles per hour), pressures (e.z, sea Tevel up to 60,000 feet altimde equivalent), and temperatures (eg, -100° F. to preater than 200° F), 0 o 4 Punter, because most engines and/or power plants operate over a range of power demands and, in some implementa- tions, vehicle speeds, a particular challenge in the design of sch the venturi 100 is ensuring thatthe venturi 100 operates ‘vera wide range of engine exhaust mais Mow rates nd iaput ambient uid mass low rates (the venturi 100s “throtle- able"). Funtiermore, the venturi 100 includes a relatively small inlet scoop cross-sectional area that minimizes drag. losses to the vehicle 102, which counteract improvements in fuel economy. As a result, the venturi 100 operates over relatively low rato of anbient fluid mass ow rates to exhaust mass flow rates (eg from about 1:1 to less than 10:1). The low ambient mass flow rates cause the input ambient fluid steam to he particularly susceptible wo changes in theexbaust ‘ass flow rate. This complicates achieving “thnoteability of the venturi 100. ‘he venturi 100 causes large improvements in thems! ficiency for an associated combustion engine (not shown) by applying strong suction a the engine exhaust over a wide range of exhaust mass flow rates. The observed improve- ‘ments in thermal effcieney may also be obtained using devices oer than the venturi 100 tht genertestrong suction onthe engine exhaust (seee . FIG.2). These devices include ‘without imitation mechanical piston pumps, mechanical tar bine pumps, and mechanical roots pumps. Further, the ‘improved thermal efficiency may allow the size of the engine’ sraiator (not shown) tobe reduced ori some imple- ‘mentations, the radiator removed altogether Thismay reduce the overall weight and complexity ofthe vehicle 102, Further, ‘size reduetion or removal of the radiator may yield add- ‘ional gains in fuel economy by improving the aerodynami profile ofthe vehicle 102 and reducing aerodynamic drag TInoneimplementation the venturi 100 may lower exhaust pressure output from the combustion engine, and as a result dramatically increase fel efficieney of the combustion ‘engine. For example, the venti 100 may reduce the engine's povwer requirement fo pump out the generated exhaust gases ‘against id losses and restrictions that oceur in exhaust pipes, catalytic converters, and/or mufflers. In another ‘example, the venturi 100 may reduce mean eylinder pressure inside the combustion engine, which reduces heat loss across the eylinder combustion gas boundary layers into the com- bustion engine block. This heat loss typically is signifeant source of thermal loss fom conventional elit combustion engines that do not incorporate the venturi 100. In yetanother ‘example, the venturi 100 may provide aditional pressure ‘iio relative to the exhaust outlet and allow additional power steneration components (eg, turbines and turbo-machinery) to be inserted into the exist outlet that use this additional pressure ratio to further convert heat from these gases into ‘sable mechanical work. "The presently disclosed technology specifically addresses improvements in converting thermal energy into useable ‘work from high temperate exhaust gnses produced from combustion processes. However, the preseally. disclosed technology may also be applied to other ower eyes that use pressurized working fluids that do not utilize combustion 10 ‘generate high pressures andlor low working fluid densities. “The analysis below describes more specifically how mini ‘mizing heat loss from a power system by incorporating the venturi 100 inthe vehelo's exhaust provides an opportunity to extract additional fel efficiency fom the vehicle's engine. For a gas‘iled piston engine, the difrental wor ‘su yusnn Oxo Sra differential volume change in the inder can be described:US 9,206,729 B2 on where Ris the gas constant forthe gas interacting with the Piston, Ty isthe temperature of the gs, v, isthe specific volume ofthe gas, and dv, is a differential specific volume ‘change of the piston eylinder volume. Fora turbine operating from an ideal gas, the differential WORK, Worsrhine eXtra from a differential. pressure ‘change, dp, ae70ss the turbine otaristators ean be described: ‘where ton ayiisthe polytopic efficiency ofthe turbine, Js the stagnation temperature ofthe gas, pis the pressure OF the gas, and all other variables have hoen previously define. ‘From Bq. | and Eg, 2, fora given power system extracting mechanical power from yas, the specific work derived from this power system inereases monotonically the higher the temperature ofthe gas being used as a working Mud in the power system, Therefore, minimizing heat loss to maintain higher temperature gases in the pawer system monotonically increases the work outpt of the pomer system, To prevent heat loss from gases moving through a power system the thermal resistance to heat flow from the gases to the external environment is inereased. One method for ‘increasing thermal resistance to heat flow from gases in & power system isto utilize high temperature, solid, insulating ‘materials. Another method sto nance the inherent insat- ing properties of the povver system gases themselves since _anses are highly insulating compared to solid materials. The heat transfer coeicent ofa gas boundary layer isthe inverse ‘of the thermal resistance for heat flow across the boundary Jayer. Therefor, the higher the heat transfer eveficient, dhe lower the thermal resistance ofthe gs Boundary layer For @ piston engine, am estimation ofthe combustion gas boundary layer heat transfer coellicient inside a piston engine is as follows rudd BANE ROP Tey Lol AP, Where Bon) the instantancous gas boundary layer con- vectve feat trinster coeicient, V(O is the instantaneous volume inside the eylinder as a fonction of time, p, (0 isthe instantaneous gas pressure inside the eylinder, 15(2) is the instantaneous gas temperature inside the cylinder, -pm isthe erage revolutions per minute of a sinusoidal piston eyele, ‘and Lis the cylinder stroke, From Fg. 3, the heat transfer coefficient increases about Tinearly with cylinder pressure. Therefore, one mechanism for reducing heat loss from a piston engine isto reduce the meaneylinder pressure required to prxddces given amount oF ‘work. Because improving fuel economy is equivalent to pro> ‘ducing more work with @ smaller mass of Working Bid, as haat los i decreased, the required mean working tid den- sity to produce thesamesmoun ofnet work decreases, which provides further redstions in eat loss. The lower the mean ‘working fluid density the less fuel/air mix that noads to be injcted into the eylinderto produce a given amount of work. By reducing engine exhaust pressure, the insulating effect 10 heat loss on the combustion gas boundary layer can be ‘achieved, which ultimately improves engine fuel economy. 6 ‘Purtber,reduetions in exhaust pressure allow the eylinder tobe more fully evacuated allera power stroke. For example, in Some exemplary piston engines, the residual combusted {gases from a previous power stoke that eary over into an {take stroke may make up greater than 15% by volumeof the intake volume. Fora given power outp,these residual gases may require more propellant charge (et, fuel) to be ingested to make-up for the lost eylinder volume. This add- ‘onal propellant charge produces a larger peak cylinder pres- sre nea top-dead-center. Near top-dead-center is where the bulk of eagine heat loss occurs due to much higher cylinder pressures as compared to elsewhere in the siroke of the engine. Therefore, by placing suetion on the exhaust and cecuting these residual gases, lower mean cylinder pres- sures may be used to generate @ given horsepower, which results in lower heat loss from the engine block, Various systems and methods for achieving eatvely strong suction pressures on an exhaust system (eg, via the venturi 100) are eseribod in detail below: PIG. 2a flowchart illustrating a system 200 for providing controllable vacirim pressure on s combustion engine exhaust wth a varying exhaust pas output fuel 262 and an ‘oxidizer 264 are combined within an engine 266 (as ills- trated by arows 268, 270) and combusted to generate work from the engine 266. Exhaust gasses generated from the ‘combustion ofthe fie 262 snd the oxidizer 264 are exhausted from theengine 266, a ilustrated by aerow 272. As discussed above, other types of engines may also tlize the presently disclosed technology. ‘A vacuum pump 274 provides a suction pressure (i, 3 negative gnige pressure relative tothe exhatst gas presse ‘exiling the engine 266 andr fo the ambien environment) oa theexhust gasses to provide the fel economy enhancements discussed herein. The vacuum pump 274 is any device ‘apuble of inducing a negative pressure om the exhaust as flow (¢g.,a ventue ora mechanically driven pump)..com- bustion exhaust 276 exits the vactm pump 274 as lata by arrow 278 Tnorder to attain the “throttleable™ characteristic described {in detail herein, the vacuum pump 274 may inerease its vol tric low mc to accommodate inercased engine exhaust flow rate hased on an exhaust gas mass flow rate output from the engine 266, which in tur i based on mechanical power ‘output from the engine 266, The exhaust gas mass Now cate ‘may be detected in seul ime, fr example, using mass Mose rate sensor and fed into a vacuum pump controller 280 as illustrated by arrow 282. The vacuim pimp controller 280 controls the volumetric flow rate of the vacuum pom 274 ‘based on the detected exhaust gas mass low rate as illustrated by arrow 284. In one implementation, the vacuum pump controller 280 varies the rotation speed of « mechanically riven vacuum pump to vary volumetric ow rate fora given suction pressure (e.g, via a variable frequency dive). In ‘nother implementation, the vacuum pump controler 280 varies physical charicteristics (eg, a throat size andlor blood-off features ofa venturi o vary volumetric How rate [iy varying the volumetric Now rate trough the pump based fon. exhaust gas mass flow rate, the system 200 is “throtte- able” over a wide range of engine 266 output conltions. ‘other implementations, two or more of engine rotational speed, engine torque, engine intake manifold pressure, engine exhaust mass flow rate, engine exhaust temperature, ‘and engine exhaust presse are used to varying the volumet- Fie flow rate through the pump, In some engine configurations and loads (eg. pm and engine shaft torque), the optimal engine fuel economy may require also varying the suction pressure at the exhaustUS 9,206,729 B2 7 such configurations, the pump controller 280 may sense ‘engine power output (e.g by monitoring engine ppmand shall, torque) to modi the pump output inorder to not only keep ‘up withthe varying volumetric Row rate of engine exhaust pases, but also "tune" the suction pressure stich that the ‘engine runs under optimal fuel economy for its particule ‘engine loading eonalition. TIG. 3 illustrates a graph 300 of relative improvement in {vel economy for an example 3 cylinder piston combustion ‘engine asa function of exhaust suction pressure (psig) and ‘engine load (ie, torque onthe output shatof the engine). The relative improvement in fuel eeonomy is measured by hold- Jing the engine ppm constant at about 2700 rpm and applying three different constant torque settings (with a controlled torque on the engine driveshaft) othe engine. A firs torque setting is 25 footpounds, illustrated by’ line 383. 8 second torque seting is 31 foot-pounds, illustrated by line 386. A third torque setting is 43 foot-pounds, illustrated by lie 388 ‘The three different tongue settings are held constant while ‘varying suction pressure on the engine exhaust frm about 0 psig to about —4 psig. An optimal suction pressure inthis particular engine configuration i about -2 psig. Altemative ‘engine loads, engine rpm, and different engine configurations ‘may shift the optimal suetion pressure for achieving maxi- ‘num relative iyprovement in engine fuel economy. In some implementations ofthe presently disclosed tech- nology; thesuctionappliod excoods that desired for maximum Jue efficiency improvement (eg..~5 psig). controlled vent ‘oF flow contol valve may be incorporated in the exhaust, system to allow addtional ambient Mud to enter the exhaust system inorder to relieve someot the excess scton pressure. This allows for precise control ofthe suction pressure pro- ‘duced a the engine exhaust por. Punter, the suction may be ‘optimized for maximum fuel economy improvement for 8 fiven set of engine loading conditions. Further, a device gen- ‘erating the suetion pressure is capable of varying the suetion pressureand operating ver wide rangeofexhatist low rates to produce the desired suction (ie, the venturi or other sue- tion generating device is thrteabic), FIG. 4ilusrates a graph 400 of venturi air density ratio as 1 function of Mach number fora exemple implementation of the presently disclosed technology. The graph 400 illustrates that an example uid (eg. an ambient fluid stream) behaves ‘essentially a6 an incompressible uid (Le. uid density is ‘essentially independent of Mui velocity) at less than about Mach 0.3. At above about Mach 0:3, the Tua behaves as 2 ‘compressible uid (ie. Muid density is dependent on Maid velocity). In one implementation, the thrvteable venturis disclosed herein accelerate an ambient hud steam into the ‘compressible fod regime ea, greaterthan about Mach 0.3) Achieving supersonic (i, greater than Mach 1.0) velocities typically requires pressure upstream ofthe venturi that is reat than ambient (Le. pump may be ruired to produce this condition). Asa result, an example subsonic compress- ‘ble ambient fluid flow as disclosed herein may flow above Mach 0.3 and below Mach 1.0 IG, 8x cross sectional view of an example throttleable ‘exhaust venturi 500. Combustion exhaust gases generated by ‘a combustion engine (not shown) and ambient Muids move through the venturi $00 generally trom the bottom tothe top ‘ofFIG. 5. The thrtieable exhaust veturi S00 isa modified venturi tube, which has a varying physical ambient uid path ‘ross sectional area, whieh falls 0-9 minimum at a venta physical throat 824, Without a combustion exhaust stream, the ambient thud stream is accelerated through the Venti $00 and reaches peak velocity at the throat 824. The ambient ‘uid steam is decelerated downstream ofthe Thrcat 524 o 8 ‘The venturi $00 as an sbi Muidialet $14 that eocives the stream of surrounding ambient Muid and an engine exhaust inlet $10 that receives the exhausted combustion azasses, The exhausted combustion gasses How within a cen- {nul ube orpipe 816 within the venturi 800 uni the exhausted combustion gasses are introduced into the stream of su rounding ambient fluid at engine exhaust outlets (eg. outlet 518), ‘The ambient fi stream flows through the vente $00 between the central pipe $16 and an outer housing $22 ofthe venturi $00, At or near a venturi exhaust throat $24 (ie, & physical throat) the ambient Muid stream is accelerated t0 very high velocities (subsonic and compressible) by reducing the eoss-seetional area between the central pipe 816 and aa ‘outer housing $22 as the ambient fhaid stream moves down- steam. The venturi throat 524 lies neat the smallest cross- sectional area between the central pipe $16 and an outer housing $22 where the exhausted combustion gasses are nirochced int the anbient Mid stream and mixed together. “The combined stream of ambient fluid and exhausted com: bustion gasses ext the venturi $00 via a venturi exhaust 826. ‘The combination of the high-velocity ambient id stream interacting with the exhausted combustion gasses ator near the oat $24 ereates a suetion pressure on te engine exhaust ‘outlets ofthe central pipe $16, which increases the eiieney ‘ofthe corresponding combustion engine, as discussed in fur ‘thee detail below, This condition atthe throat $24 assumes thatthe conditions downstream ofthe throat $24 are sufficient {0 allow the flow exiting into the ambient conditions 10 ccover back up to ambient pressure. The venturi S00 utilizes 2 modified compressible Muids ‘Reroulli principle to accelerite the ambient fluid stream ‘using a constection in the area in which the ambient oid flows. This area constriction forces the ambient Haid to aceel- erate. AS the fluid velocity increases, Ireestream pressure ‘within the ambient fui drops, which provides the suction pressureon the engine exhaust outlets ofthe eontel pipe S16. Tn an implementation where the ambient Aid is @ gas accelerated to specs greater than 0.3 times the local speed of sound (-e.,a Mach number equal to or greater than 0.3), the ambient ud density may drop rather than saying relatively ‘constant, Unlike a about constant density Mid (ea liquid fra lowerspeed (ie, ess than about Mach 0.3) gas ow this ‘drop in Hud density allows for pid increases in Maid veloc- ‘ty through the eonstition e.g, the venturi throat $24) and much higher levels of suetion pressure to be produced. These high speeds provide a mechanism for generating very lows gauge suction pressures that may note achievable with other venturis (e., venturis that operate at incompressible fivid speeds of les than Macls 0.3 and/or that do aot msitain a high Mach number over wide range of engine exhaust mass Aw rates). Tnone implementation the highest spoed the ambient Hid ‘may attain Within the venturi $00 by moving the venturi $00 ‘through anambient gas medium (eg, by aching the venturi 50010 0 moving vehicle as diseussed with respect 1 FIG. 1) isthe foeal speed of sound (i.e. Mach number equal to 10}. At vehicle speeds higher than that required to cause soi velocity ambient fuid flow inside the venturi $00, any addi ‘ional smbien inlet gases wll not be accelerated to velocities greater than the speed of sound within the venturi 300 Instead, any additional ambient inlet Hd will spill over the ambient fuid inlet $14, effectively preventing velocities higher than soni within the venturi 800, This phenomenon is known as soni choking and limits the maximum velocity of ‘the ambient uid flow inside the venturi 300,US 9,206,729 B2 9 ‘With sulicient inlet scoop cross-sectional area theonset of sonic choking may be designed for relatively low vehicle speeds (eg. 25 mph) such tha at higher vehicle speeds, the ‘ass low rats of input ambient fluid remain relatively on- ‘ant through the ventuei 800, This feature potentially simpli fies one aspect af designing the venturi S00, In some implementations, various fixed or dynamically adjustable Fates may be added othe venti S00 to adjust the velocity ofthe ambient ud flow andlor adjustthe suction pressure to maintain the optimum suction pressure om the ‘exhaust gas flv. For example, various bales or ext ports ‘ay’ beaded betwen the outer housing 822 and the central pipe 516, Further, the bales may be adjusted dynamically or the ports may be dynamically opened or closed depending on the operating conditions ofthe venturi 500, Sill further, the throat $24 may be dynamically adjustable (eg. via am iris valve) depending on the operating conditions of the venturi 500. In one implementation, the venturi $00 is axisymmetric ‘about an axis $40, In other implemeatatons, the veri $00 may have an oval, square, or other non-axisymmetric er0ss- scction about the axis 840, The venturi S00 may also incor Porate one or more vortex generators (not showin, sce FIG. 12), which add localized angular momentum t the ambient ‘uid flow to: make the ambient fuid flow streamlines more ‘difficult to change their trajectory through infBuence of the ‘exhausted combustion gasses. Tn one implementation, one or more vortex generators (og, vortex generator 844) are attachod tothe inside of the ‘outer housing $22 within the ambient fui steam, combus> tion gas steam and/or mixed fd stream, The vortex gen- ‘ratory are small Vanes Within the ambient Mui stream that misaligned with the streamlines direction ina manner that ‘causes a vortexlike motion within atleast the ambient tid Stream, combustion gas stream andlor mixed fluid stream flowing through the venturi $00, The vortex generators are discussed in more detail below, Tn one implementation, the vortex generators are pits of tabs that protmie less than 0.5 inches into the ambien sic stream from the outer housing 222 and are less than 1 ine Jong. For each pair of vortex geserators, cach ab is “woe” relative tits parner so thatthe pair produces channel let area that is either smaller or langer than its ext are, In many ‘mplementations, exch pair of mounted vortex generators is ‘liemated so one pair has a larger inlet area relive to outlet ‘area, and the adjacent vortex generator pair reverse this pat teen (ce. has a smaller inlet area relative to outlet area) The “toe-in angle” for each pair relative to the ambient fhid stream flow is commonly less than 20 degrees, Altemative pattems of mounted tabs may be used to generate similar vortex effects FIG. 6 5 2 dol view of a central pipe $16, 616 of the ‘example trotleable exaust venturi 200 of FIG. 2, Combus- tion exhaust gases generated by a combustion engine (not showin) move though the central pipe 616 generally rom the bottom to the top of FIG. 6, The eross section of FIG. 6 iustrates fui path of exhausted combustion gasses mov Jing through and exiting the central pipe 616. More specifi ‘aly, the combustion exhaust gasses ow through the central Pipe 616 (as illustrated by arrows 604) and exit the central Pipe 616 (as illustrated by aerows 632) into & stream of sur- Founding ambient fui (not shown) a engine exhaust outlets 618, 620, Tnone implementation, the central pipe 616s axisymmet- ric about an axis 640 In other implementations, the central pipe 616 may have an oval, square, or other non-axisymmel- Ficerosssection about thesxis 640, Further, while wo engine 0 o 10 extuust outlets 618, 620 are depicted in FIG. 6, adlitional engine exhaust outlets may be incorporated on the cental pipe 616. In one implementation, two or more engine exhaust outlets are arranges axisyemetricelly about dhe axis 640. FIG. sa erost-setional view of a example throttleable exhaust venturi 700 operating in low exhaust opt condi- ‘ion with conresponding uid flow streamlines (es, stream- Jine 728. The Hid low streamlines illustrate te approximate bulk fd motion of ambient fuid and combustion exhaust asses as they move through the venturi 700, The ambie ‘uid stream enters the venturi 700 at an ambient Hid ilet 714. A distance between a central pipe 716 containing the combustion exhaust gasses and an ouler housing 722 of the ‘enturi 700 at the ambient Mud inlet T14 is referred wo herein san inlet gop 730. The velocity ofthe ambient fu stream ‘lowing through the venturi 700 generally inreases as the cross-sectional area betwoen the central pipe 716 and the ‘outer housing 722 decreases, generally from the bottom tothe top of FIG. 7. ‘The combustion exhaust gasses travel within the central pipe 746 until being introduced into the ambient fd stream texas outlets (e..,ontlet 718). Arrows (eg, aon 732) illustrate the combustion exhaust gasses exiting the central pipe 716. Ator noara physical venturi throat 724 (ie, where ‘he ambient uid stream flow eross sectional area reales a ‘minimum), the ambient fuid stream is accelerated to high velocities (eq, greater than about Mach 0.3) and the com- bution exhatst gasses are introduced into the ambient vi stream, "Momentus of the combustion exhaust gasses intraduced {nto the ambient fuid stream “pinches” the ambient uid stream, Ths alters the cross-sectional area ofthe ambient gas Streamlines at or near the throat 724, thereby creating @ smaller area effective throat 728, The exact location and size ofthe elfectve throat 728 is dependent onthe throat 724, the ‘mass flow rat of the ambient ud stream, the mass How rate ‘ofthe exhanst gas stream, andthe position and angle at Which the exhaust gas stream is introduced to the ambient fluid steam. At lower exhaust outputs, a illustrated in FIG. 7, the Ambient fui flow effective throat 728 has a relatively lange fatwa and extends from the outer housing 72 to close to the engine exhaust outlets ‘Dowasteeamofthethoat 724, the ambient ud stream and ‘the combustion exhaust gasses are mixed togelherat mixing region 734, The combined stream of surrounding ambient ‘uid and exhausted combustion products flow through 2 ‘hrottleable expansion nozzle 736 and exit via a venturi exhaust 726, Further, the combined stream of fuids will sepa- rate from the inner wall ofthe expansion nozzle 736 as the combined stream of Aids is projected dowastrcamn in the venturi 700. A cross section 738 at which the combined stream of uids separates from the inner wall of the thrte- able expansion nozzle 736 is where the pressure ofthe com- bined stream of uid equalizes withthe exterior atmospheric pressure sunounding the venturi 700, Under lower exhaust ‘outputs, as ilustrated in FIG. 7, the eross section 738 is relatively close to the exit of the expansion nozzle 736. The dramatically decreased pressure downstream of the thivat 724 creates a suction pressure onthe exaust outlets of the central pipe 716 tbat may inerease the fuel ellciency of a caresrningcombation gn (nt sho). xpi previously, Tn one implementation, the venturi 700 js axisymmetric bout axis 740 nother implementations, the venturi 700 may fave an oval, square. or other non-axisymmetric erosserec- ‘ion about the axis 740,US 9,206,729 B2 ul FIG, 8is a detail view ofthe central pipe 716, 816 ofthe ‘example throttlesble exhaust venturi 700 of FIG, 7. As dis ‘essed above with regard (© FIG. 7, combustion extaust ‘gasses travel within the eentral pipe 816 tntil being into- ‘duced into an ambient id stam at exhanst outlets (@, ‘outlet 818). Arows (eg. arrow 832) illstate the combus- tion exhaust gasses exiting the central pipe 816. At or near 8 venturi throat 824, the ambient Quid stream is acelerated to high velocities (¢, subsonic compressible uid flow veloc ties) and the combustion exhaust gases ar introduced into the ambient fluid stream, "Momentum of the combustion exhaust gasses introduced Jno the ambient fluid stream “pinches” the ambient fluid ‘ream, This alters the emst-seetional area of ambient gas streamlines (e.g. streamline 846) ator near the throat 824, thereby creating a smaller area and perbps sifted effective throat 828. At lower exhaust outputs, as ilstrated in FIG. 8, the ambicat fluid How effective throat 828 has a relatively Jarge area and extends from outer housing 822 to close to the ‘engine exhaust outers, The ambient gos streamline 846 is less lected by the combustion exhast gas boundary layer 832 as ‘compared o the ambient gas streamline 1046 of FIG. 10. “The overall venturi profile is designed such that a or near the that 824, the eross-setional area occupied by the ambi ‘ent fluid streamlines is about constant fora predetermined ‘distance over the exhaust ports. Asa result, de ambient Mud swam achieves and maintains high velocity aver the engine ‘exhaust ports. Shorly downstream, the combustion exaust ‘gases fm the central pipe 816 exiting the exhaust ports are mixed (ata mixing region 834) with the combustion exhaust _2tses exiting the central pipe 816 via the exhaust outlets over 4 range of combustion exhaust gas output conditions (and associated changes ta the ambient gas streamlines, The ambi ‘ent fluid streamline profile and high subsonic compressible velocity of these steamlines collectively produces strong suetion pressure at the exhaust outlets TFIG.9 isa cross-sectional view of an example thottleable ‘exhaust venturi 900 operating ina high exhaust output con- dition with corresponding fluid ow streamlines (e.. streamline 928). The fluid flow streamlines ilastate the Approximate bul: iid motion of ambient fui and combse tion exhaust gassesas they move through the venturi 900. The ambient uid stream eaters the venturi 900 a an ambient sid inlet 914, A distance between a central pipe 916 contining the combustion exhaust gasses and an outer housing 922 of the vent 900 atthe ambient vid inlet 914 is refereed 10 herein as an inlet gap 930, The velocity ofthe ambient uid stream flowing through the venturi 900 generally increases. as the cross-sectional area between the central pipe 916 and the ‘outerhowsing 922 decreases, generally from the bottom tothe top of FIG. 9. The combustion exhaust gasses travel within the central pipe 916 until being introduced ito the ambient uid stream avexhaust outlets (@-., outlet 918). Arrows (¢., arrow 932) ‘fustate the combustion exhaust gasses exiting the central pine 916. At or nears ventur throat 924, the ambient fluid stream is aecelerated to high velocities and the combustion ‘exhaust gasses are introduced into the ambient fuid stream, ‘Momentum of the combustion exhaust gasses introduced Jno the ambient fluid stream “pinches” the ambient fluid ‘ream, This alters the eross-sectional area ofthe ambient gas streamlines at or near the throat 924, thereby creating, 2 ‘smaller cross-sectional area and perhaps slightly shifting the ‘effective throat 926. At higher exhaust outpats, as illustrated jn FIG. 9, a higher momentum of the combustion exhaust ‘ances exiting the central pipe 916 via the engine exhaust, ‘ules forces the ambient fluid Mow effective throat 926 to be 0 o 12 smaller and potentially slightly further ffom the engine hla ctl ar compared fo he rat 724,424 01 Fs Tand 8) “This shift in effective throat cross-sectional area may’ change te tate suction pressure atthe exhaust ports, Foran approximately constant suction throtleable ventura basic ‘design goa iso minimize this hittin loeationf theeffective ‘throat such that the effective throat remains over the exhaust ports even over a wide range of exhaust flow conditions ‘exiting the exhaust ports. In some implementations, the con ‘ours in the venturi throat may be designed such thatthe shit of the elective throat cross-section with varying engine exhaust output may’ be tuned fora panicnar engine and its ‘ouput conlitons in order to further optimize the level of suetion that is produced for optimizing fuel economy of a particular engine without eequiring a separate active contol- ker ‘Reducing the effective throat 926 size reduces the mass low rate ofthe ambient fui steam (ie, the mass How rate ‘ofthe ambient Mui stream decreases with higher combustion texhast gas output) The inlet gap 930 which comesponds to ‘an inlet area) of the venturi exhaust 900 is designed for both the extreme example states of FIGS. 7 and 8 (ange effective ‘throat 726, 826 ancl low combustion exhaust as output) and FIGS. 9 and 10 (smal effective throat 926, 1026 an! high ‘sombustion exhaust gis out) ‘Dovwnstreamofthethroat924, the ambient ud stream and the combustion exhaust gasses are mixed topetherata mixing region 934, The combined sttvam of stirounding ambient fluid and exhausted combustion products flow through 3 throttleable expansion nozzle 936 and exit via a venturi exhaust 926, Further, the combined stream of fids will sepa- ‘nite from the inner wall ofthe expansion nozrle 936 as the combined stream of ids is projected downstream in the venturi 900. A cross section 938 at which the combined steam of fluids separates from the inne wall of the throte- able expansion nozzle 936 is approximately where the pres ‘sre of the combined stream of fuids equalizes with the {exterior atmospheric pressure surmounding the venturi 900, Athigherexhaust outputs, as ilustrated in FIG. 9, the cross scction 938 moves away fom the exit the expansion nozzle 936 and closerto the throat 924 (compare to cross section 738 of FIG. 7). This effect is due to the fat that the exhaust lowe “pinches” the venturi ambient Nuid stream and decreases the smuss flow rate of input ambient uid, thereby changing the ‘otal mixed mass flowrate exiting the venturi 900, The ross- sectional reais defined by eonservation of mass, momeatum, ‘and energy considerations for the two fuid steams. The ‘verging nozzle section 936 allows Tor some puss “self compensation” of mixed fluid stream exit area, which is one ‘spect important forthe design othe thrtteable venturi 900. The dramatically decreased pressure downstream of the ‘throat 924 creates a suction pressure on the exhaust oullets of the central pipe 916 that may increase the fuel efciency of a corresponding sobaston engine (at shown). a5 expsined previously: In one implementation, the venturi 900 is axisymmetric bout axis 940 nother implementations, the venturi 900 may have an oval, square, or other non-axisymmetic eross-see- ‘ion about the axis 940, FIG, 10s detail view ofthe central pipe 916, 1016 the thro‘teableexhaust venturi 900 of FIG. As discussed above with regand to FIG, 9, combustion exhaust gasses travel ‘the central pipe 1016 until being intodaced into an ‘ambient Muid steam at exhaust outlets (eg, outlet 1018). Arrows (eg. arrow 1032) illustrate the combustion exhaust asses exiting the central pipe 1016. Atorneara venturi throatUS 9,206,729 B2 13 1024, the ambient uid steam is accelerated to high veloci- ties (¢g., subsonic compressible uid low velocities) and the ‘combustion exhaust gasses are introduced into the ambient ‘sid stream, ‘Momentum of the combustion exhaust gasses introduced into the ambient fluid stream “pinches” the ambient ic stream. This alters the cross-sectional area of ambient gas streamlines (eg. streamline 1046) ator near the throat 1024 thereby ereating a smaller eros sectional area and perhaps shifted effective throat 1028. At higher exhaust outputs, as ‘usted in FIG, 10,2 higher momentum of the combustion ‘exhaust gases exiting the cental pipe 1016 via the engine ‘exhaust outlets forces the ambient fui flaw effective throat 1026 0 be smaller and furhe fom the engine exhaust oles (4s compared to the throat 724, 824 of FIGS. 7 and 8). As such, the ambient gas streamline 1646 is more affected by the ‘combustion exanst gas hounday layer 1032 as compared to the ambient gas streamline 846 of FIG. 8 ‘The overall venturi profile is designed such that at or near the throat 1024, the cross-sectional area occupied by the 2 ambient fu streamlines is about constant over the exhatist ports. As a result, the ambient Muid stream achieves and Iaintains a high velocity asi is mixed (ata mixing region 1034) with the combustion exhaust gases exiting the central pipe 1016 via the exhaust outlets over a range of combustion ‘exhaust gas output conditions (and associated elanges to the ambient gas streamlines). The ambient tuid streamline pro- ‘le and high velocity ofthe streamlines collectively produces strong suction pressure atthe exhatist outlets. FIG. 11 isaicross sectional view ofan example thotleable ‘exhaust venturi 1100 incorporating vortex generators (€.2 penerstors 1144, 1146, 1148, 1180, 1182). Combustion ‘ethatist gases generated by a combustion engine (no! shoxen) ‘and ambient ids move through the venturi 1100 penerlly fom the bottom tothe top of FIG. 1, The venturi 100 has aa ‘ambient fad inlet 1114 that receives a stvam of surrounding ambient uid and an engine exhaust inlet 1110 that receives the exhausted combustion gasses, The exhausted combustion _gnsies low within central tube 116 within the venturi 1100 ‘until the exhausted combustion gasses are introdoced into the ‘ream of surrounding ambient fd at engine exhaust outlets (ex, outlet 118). The ambient uid stream flows through the venturi 1100 between the central pipe 1116 and an outer housing 1122 of the venturi 100. Atorneara venturi exhuust throat 1124, dae ‘ambient fhid stream is accelerated to high velocities (x, subsonic compressible Mid low velocities) by reducing the ‘eross-sectional fea betwoen the central pipe 1116 and an ‘outer housing 1122 as the ambient fd stream moves down- stream. The venturi throat 1124 lays near the smallest exoss- sectional area between the central pipe 216 and an outer housing 1122 where the exhausted combustion gasses are Jntroducod into the ambient Mui steam and mixed together ‘The combined stream of ambient fui and combustion ‘exhaust gasses exit the venturi 1100 via a venturi exhaust 1126. The combination ofthe high velocity ambient fd stream interacting with the combustion exhaust gasses ator near the throat 124 erestesa suetion pressure on the exhaust ‘outletsof he central pipe 1116, which increases he elicency ‘of the corresponding combustion engine. “The veatiri 1100 may be designed to operate under 8 variety of throttle conditions ofthe combustion engine, and thus @ varity of combustion exhaust gas mass flow rates ‘When the venturi 1100 is operating using a high combustion ‘exhaust gas mass low range, the ambiest Mud stream (duet the lower ratio of mass flow rate of ambient fd relative to ‘exhaust gas) may become particularly susceptible tothe Mud 0 o 14 steam effects ofthe engine exaust stream dhe tothe exhaust ‘28s momentum making up ¢ more significant lrection of the ‘ambien uid momentum, While the venturi 1100 may work at one combustion engine operating point, inerwasing oF ecreasing the engine output, and thus the combustion exhaust gas mass flow rate may alter he location ofan effec- tive venturi throat and reduce the avilable suction pressure ‘on the exhaust outlets. In these low combustion exhaust gas mass flow ranges, the vortex generators or other mechanisms ‘may minimize the vid ellct ofthe high combustion exhaust ‘8 stream on the ambient uid stream by adding vorticity 10 ‘he ambient ud stream flow which makes the ambient uid stam more difficult © manipulate by the exhaust gases exiting the ports. Tn one implementation, one oF more vortex generators (ex. vortex generators 1144, 1146) are attached tothe inside of the outer housing 1122 within the ambient fuid stream, ‘upstream ofthe throat 1124. The vortex generators are small ‘Vanes within the ambient fuidstream tat are misaligned with thestreamlines direction i amanner that causes a vortex Hike ‘motion within at eas the ambient fd owing through the Venturi 1100. "The vortex generators add locelized angular momentum to ‘theambient Mid stream and effectively “stiffen” the ambient ‘uid streamlines so that they are less easily altered or com pressed by extemal pressures or forces, This additional local zed angular momentum may resist the influence ofthe com- Dustion exaust gas at the throat 1124 and allow the combustion engine to be operated over a grester ringe of ‘throttle conditions (and thus combustion exhaust gas mass ‘low rates) with litle to no change in the suction pressure in the exhaust outlets. Fhermore, the associated vorticity (oF the magnitude of the spiral motion ofthe id steamn(s) with closed streamlines) may’ enhance gas steam axing down. Stream of the throat 1124 Tn another implementation, one or more vortex generators (eg. vortex generators 1148) are attached to the inside ofthe ‘outer hosing 1122 within the ambient fd steeam, ator near the throat 1124, In yet another implementation, ane or more vortex generators (eg, vortex generators 1180, 1182) are attached to the inside ofthe outer housing 1122 within the ambient fd steam, downstream of the throat 1124 ‘As the ambien! Mud streamlines compresses, rotational velocity of vortices caused by the vortex penerators placed st, pear, upsteam, or downstream of the threat 1124 may ‘increase providing sufficient vorieity a “stiffen” the ambient ‘uid stream and thereby render the ambient fluid stream sufficiently insensitive o combustion exhaust gas mass Nowe rate changes. Furthermore, the vorticity may enhance gas stream mixing of the combined stream of ambient fhuid and ‘combustion exhaust yesses dowatstreum ofthe throat 1124 ‘The arrangement of vortex generatorsof FIG. 1 illustrates, Aivedistinet groupings of wort generators, firs groupingor vortex genoratrs (eg, wortex generator 1144) well upstream of the that 1124, a Second grouping of vortex generators (eg, vortex generator 1146) slightly upstream ofthe throat 1124, a third grouping of vortex generators (eg, vortex gen- erator 1148) atthe throat 1124, fourth grouping of vortex szenerators (ew. vortex generator 1150) slightly downstrea ofthe throat 1124, anda fith grouping of voriex generators (eat, vortex generator 1152) well dvsastream ofthe throat nad, ‘While each grouping of vortex generators illustrated in PIG. 11 includes 4 depicted vortex generators, another 4 vortex generators may be included in each grouping that are ‘ot shown in FIG. 11 Further, other quantities of individual vortex generators in each grouping are contemplated, StillUS 9,206,729 B2 15 further, preater or fewer groupings of vortex generators may be used inn individual trotleable exaust vente applica tion, Inone implementation, the venturi 1100 is axisymmetric about an axis 1140, In other implementations, the venturi 11100 may have an oval, square or other nonaxisymmetric cross-section about the axis 1140. FIG. 12 illustrates « graph 1200 of exaust statie suction pressures. funetion of ambient fluid sreamiine Mach num- ber at a ventue throat of an example throtteable exhaust venturi, Graph 1200 illustrates the maximum state suction pressure the ambient fluid streamline can achieve a a fune- tionof the ambient fluid speed as derived from the gas dynam- jes relationship for isentropic flow along a strcamline: f Pac “Psa where Pq thestatic pressure ofthe ambient Mid stream- Tino, M isthe speod ofthe ambiont fluid streamline expressed asa Mach number, Pgpooe she stagnation pressure of the ‘ambient fluid, andl yi the specific heat ratio ofthe ambient ‘uid. In practice, Mui ition with solid surfaces, heat trans- fer from the ambient uid, internal Muid momentum losses due to mixing and fluid shearing between the higher Mach ambient fui stream snd loser Mach combustion exhatist stream, ete. wll degrade the performance ofthis idealized ‘curve. Dueto the nor-zer velosity of the combustionexaust stream, the engine exhaust stognation pressure ultimately ‘experienced upstream may be higher than the ambient uid Static stagnation pressure atthe venturi throat (see e., FIG. 13) FIG. 13 illustrates groph 1300 of combustion exhaust gas stagration suction pressure as «funtion of combustion ‘exhaust Mach number in an example thmtteable exhaust, venturi Graph 1300 assumes sonic ambient uid streamlines Jneractng ata combustion exhaust output. Graph L300 ls- trates the objective to design the combustion exhavst outlet ‘2s velocity to he slow (i alow Mach number) inorder to achieve low stagnation pressure (ie, more negative gauge ‘agnation suetion presstre) inthe engine exhaust syste. FIG, A4illustraesa praph 1400 of operating zone within Which ambient fluid streamlines obtain sonic velocity in @ venturi throat ofan example thotteable exhaust venturi, The ‘operating zone lies abote a boundary line 1488 and is & finetion ofthe ratio of venturi inlet area to effective throat area and inlet ait spoed (expressed as vehicle speed in miles per hour). Staying above the boundary line 454 ensures the fmbient uid streamline achieves sonic velocity within the ‘example thrttleable exhaust venturi. Alternative designs ‘may’ aot precisely moe this ratio if venturi throat vel Jess than sonie velocity are sufficient for generating the exited suetion pressure In practice, vatiation in an effective throat gap will occur ‘due to changing combusted exhaust gas outpit (see ©. ‘effective throat $28 of FIG. 8 as compared to effective throat 1028 of FIG, 10). Toensure that ahigh velocity of te ambient ‘uid is atained over al exhaust output conditions, the maxi- ‘mum effeetve throat gap should be used in sizing the ingested ambient fd inlet area (0° eg. inlet gap 730 of FIG. 7). In practice, velocities slightly lower than the operating bound- fry identified above ean be used to achieve high velocities in the venturi, but the sonic condition and benefit of strong suction assciated with the near sonic velocity condition is rapidly lost 0 o 16 PIG. ASillustetesapraph 1800 of aneffet of venturi inlet area fo venturi throat area rato on suction pressure and Mach ‘number in an example thotleable exhanst venturi, Graph 1800 illustrates the sensitivity of the ambient uid Dow streamline Mach number and corresponding slate suction pressure to small changes in cross-sectional venturi lows area ‘elativeto the minimum flow rea inthe venturi throat region. ‘The relatively large potential variations in throat gap area associated with changes inthe combustion exhaust gs Output relative tothe large drop-offin ambient flow streamline static suction pressure creates a major constant in the design of a cexuust venturi that operates over a large range of output exhaust conditions (i, “thritleable”)- The design of the venturi in close proximity to the exhaust gas por(s) assures thatthe streamlines surrounding the exaust gas por(s)are all jah velocity (ex, subsonic compressible fuid flow veloci- ties) over a wide Fange of exhaust pas port boundary layer conditions. Tn designing the thrtteable exhaust venturi downstream ofthe ventur throat, uid mixing is addressed, Because the ‘combustion exhaust gasses movest relatively low Mach aum- bers in proximity’ of the venturi throat as compared to the ambient uid Mach numbers, in order to achieve strong stag- ‘ation suction pressures on the combustion exhaust gasses, the ambien fluid stream and the combustion exhaust fluid steam are mixed. More specifically, forthe to fui steams to recover back up to aimospheric pressure and exit the ‘hyottleable exhaust venturi into lal ambient pressure con- tions, mixing occurs ina region downstream ofthe Venturi throat To provide an example, Pg, § illustrates the combustion exhaust Mach number atthe throat for both peoducing smbi- ‘nl sagnation pressurea theexhaust outlet. Bq, assumes ‘mixing with the ambient fuid stream anda state pressure at the threat equivalent to the state pressure of ambient Maid ‘moving at sonie speeds in the throat. fo 2a.) mertor wheres the specific heat ratio ofthe ambient fi Ygae isthe specific heat rato ofthe combustion exhaust gas, My js the Mach numberof the input ambient Nd steam a the Venti throat, 4d Mayr. 8 the Mach number oF the com- bustion exhaust gas the venturi throat, Fora standard air temperature specific heat ato 7,1.4 and an example com- bustion exhaust gas exhaust temperature specific heat ratio, ongne™l29, fora sonie se steam at the venturi dost, the ‘Mach number of combustion exhaust gas entering the venturi throat may be greater than sonie velocity Mop 31) ia order to asure these gases can exit st atmosphere presto ‘This unmixed woud stream resus in combustion exhaust stagnation pressures greater than ambient pressure in the Venturi, which may not allow the veaturi to operate effee- sively, This produces an effect opposite of the intended objec tive—it generates. backpressure on the exhaust. In an ‘unmixed Mui stream venturi, for an exhaust gas velocity to recover back to atmospheric pressure, the stagnation pressure must be equal to of greater than atmospheric presure Upstream of the venturi exhaust ports, the evhaust gas stag- nation pressure at the engine exhaust outlet will be even {greater dae to frictional losses in the exhaust system. The ther extreme to the unmixed Mud streams are Tully mixed se=nUS 9,206,729 B2 17 ‘uid steams downstream of the venturi throat, wherein the ‘momentum, mass ow rates, nx enerey contained i the two ‘uid streams are combined into a single steam. This ease is analyzed below. "The gas dynamics of two interacting Mid sireams obey thrce fndamental conservation laws conservation of mass, ‘conservation of energy, and conservation of momentum, Below isan example derivation ofa 1-D gas dynamies model ‘with some reasonable, but simplifying assumptions (eg, 1-D ‘uid How and nepipible heat losses fo the extemal environ- ‘ment. The conservation laws apply a any cross section in & ‘vid stream, Troe candidate crost-xectional areas are identified in PIG. 5, For example, region 1 corresponds to the eross-setional fares ofthe ambient uid flow at field location 856, Region 2 ‘corresponds to field location 858 and addresses the effective ‘eross-sectional areas of both the ambient hid flow and com= bustion exhaust gases. Region 3 corresponds to feld lotion 560 or the point inthe exit nozzle where the combined ambi- 2 ‘ent/combustion exhaust fluid steams area local atmospheric pressure snd tendo separate away from the ze wall, For Purposes of understanding the influence of perlsct mixing ‘compared to non-mixing, we address the iid streams at Region 2 and Region 3 in detail below Continuity (Conservation of Mass) hos that: ha = har Hogar UE Die where o= a « ay ‘where i, isthe total combined mass flow rte of ambient fd an Combustion exhaust fig the mass lw rate oF thecombustion exhaust: th, isthe mss low ateof ambient Aid, isthe specific heat rato af the ambient i Yage isthe apccifc heat retin the combustion ext, ie specific heat ti ofthe ined fds; Pay i astospheie PRESSURE: Pp he stati reset Bud win the ‘eatur tha eon: Ms the Mach nunber of ambient uid atthe venturi hat Gpprox. Region 2) Mig the Mach number of combustion exhaust gases entering the ven- tur dot (approx: Region 2): My, stbe Mach numberof mixed gases at Region 3 exiting the vontaris Aya isthe ‘rosrxetinal are of ambient iid streamlines of the trot {Gppro%. Region 2): Aon the cross-sectional area ofthe ‘combustion exhatststeamlines ato the vent throat (ap Dox. Region): Ay, isthe cross-sectional aro themined ‘id sircnnines cling the veatr ito the atmosphere (ap- prox. Region 3): Ri Rowe af the gas constants ofthe ‘mbicot id and the omintion exhaust gases, respectively in the vicinity of Region 2; Ra, isthe gas constant ofthe nixed Mui i the vicinity of Region 3: Tay Toe te the stagnation temperatures ofthe anbient hind the combus- 0 o 18 sion exhaust gases respectively inthe vicinity of Region 2 Tres i te stagnation temperature of the mixed fluid inthe of Region 3 ‘Conservation of Energy bold that, Aft oh pe where isthe speifc heat of te ambient Mid, yg to specific heat ofthe combustion exh, ad cy. the specie heat ofthe mixed fds, san arbitrary elerence state temperature thts consistent oral of the tid steams Qn the eat loss from the fds o an external emvion- ‘eh. Allohe variables have been previously defined above “Alioughsrigorous thermodynamic analysis may be sed to solve the mixture temperature, Ta in Ea. 12, for eases where heat lose can be assumed sagliible, a reasonable approximation for estimating Tom Fa, 12 canbe derived ASSUMING EjourCper™peyencnt CONS Over the reaive Tow temperate changes for this particular gas dynamics aplication ac Tae Conservation of Momentumat the Region 3 exaust outlet, assuming uniform, complete mixing through nozzle holds that: Pad laMge Mme INP Sole lees Poon apa Megu) Tenth « ‘where 0<1/<1 is the fraction of gas momentum losses in the throfteable exhaust venturi due to various loss mechanisms sueh as ffietion and drag interactions between the fluid Streams and the various solid surfaces of the throtleable exhaust venturi. All of the additional variables have boon previously defined. Combining Fys. 7-10 and Bq, 13, the governing equation for combining Wo uid sircams into a mixed gob stream downstream othe vente throat is derived as follows: (eet + yal 09 Toe Tos ‘where all ofthe variables have been previously defined. Ty canbe solved using ether Pq. 11 or Fa. 12. ‘Unlike Fa, S associated with noa-mixe flow, Eg. 15 2880- ate with tniformly mixed fui steams downstream ofthe venturi that allows fora wide range of solutions for both ‘meting the atmospheri outlet pressure conditions and pro- ducing stcong suction pressure in the venturi by simultaUS 9,206,729 B2 19 neously allowing low combustion exhaust Mach numbers as well as high combustion exhaust Mach numbers (see e. FIG. 12, which lepictshigh ambient uid venturi throat Mach ‘numbers all the way up to sonic velocity). Operation under boll ow and igh combustion exhaust Mach nueabers allows the venturi to consistently generate low suction pressures st an engine exhaust por FIG. 16is graph 1600 illustrating changes in properties of ‘a uniformly mixed fl stream of ambient dl andl eombus> tion exhaust as a Function of ambient fluid to combustion ‘exist mass rato ina example thotileable exhaust venturi Adiseussedin detail below FIG. 1illstatesthat accounting or changes in tid properties with ambient hid to combus- tionexhaust mixtureratio may be important, particularly with regard tothe mixed uid temperature FIG. 17 isa graph 1700ilusteating.combustion exhaust gas Mach number as a function of ambieat uid to combustion ‘exhaust mass rato for completely unmixed fuid streams and ‘a perfectly mixed fui stream Howing through throat of an ‘example throtleable exhaust veaturi, The peefecly mixed ‘uid stream solutions assume a negligible heat loss through- ‘out the venturi and 10% loss in combined tid momentum ‘duet, for example, drag between the Bud streams and inte rior walls of the venturi The perfetly mixed fluid stream solutions ae platted asa family of eurves for mixed exhatist ts exit Mach number, which is ultimately dependent atleast ‘onthe eros-soctional area of the outlet, “Three candidate eross-scctional areas of the example throttleable exhaust venturi are identified in FIG. 5. For ‘example, region 1 coresponds to the cross-sectional area of the ambient fui flow at field location 556. Region 2 corre- sponds to field location $8 andl adresses the elective cross- Sectional areas ofboth the ambient fluid flew and combustion ‘exhaust gases, Region 3 corresponds to fed location $60 oF the point in the exit nozzle where the combined ambient! ‘combustion exhaust fluid steams are at local atmospheric pressure and tend o separate away from the nozzle wall For Pusposes of understanding the influence of perfect mixing ‘compated to non-mixing, we address the nid streams at Region 2 and Region 3 in detail below. ‘Mixing of the ambient iuid and the combustion exhaust fluid streams downstream of the throat along With baving relatively low outlet Mach numbers (achieved with lange Region 2 engine exhaust port exit areas) contributes 10 achicving a low combustion exhaust Mach number, which ‘allows for low engine exlstust suction pressures, Unmixed ‘2m streams may have very high, even supersonic, combustion ‘exhaust Mach number at the throat, which based on FIG. 13, Sanificantly limits the suetion pressures that are achievable ‘and in seme eases, even worse, dls stagnation back pressure to the throttleable exhaust venur ‘An example ease of additional design considerations for socounting forthe influence of different combustion exhatist throttling conditions from a combustion engine is provided below, Changing combustion exhaust mass flow rates alters the ambient ae to combustion exhaust Mass Flow Ratios, ¢, soconding to the following: where all ofthe variables have been previously defined. Sub- scripts I and 2 define two relative throttling states of the ‘combustion exhaust ms Nov rate, 0 o 20 Combustion exhaust mass flow rates in Eg, 15 can be derived by rearranging Fa. 9 ho 06 where the variales have all been previously defined. Prom 1g. 16, the ratios of engine exhaust mass low rates between ‘0 states can be derived: ‘where the variables have ll been previously defined, but with some additional nomenclatir. Moyne isthe Mach nm- ber in egion x ofthe theotleable exhinst venturi For a com: parative throng state y. For convenience, Ba, 17 can be defined relative 10 the ‘maximum combustion exhaust gas output, which may approximately correspond to the maximum power output of ‘an combustion engin: ‘where all of the variables and parameters have been previ- ously defined. 'As discussed above, the effective throat area and/or loca sion typically changes as the combustion exhaust mass flow ‘ate changes because he higher the combustion exaust ‘low rates, themore the combustion exhanst gases ‘ambient Mud steam ines nthe throat region, Fr an example ‘ sonic choked venturi, the ambient uid mass flow rate is going tobe effectively controlled by te effective area ofthe fmbient fd streamlines in the throat. To account for this ‘lft of changing combustion exhaust mass ow rates alter ‘ng the ambient Mid air mass flow rates due to changes in cflotive cross-sectional ren othe ambient fui streamlines atthe throat, one example model hat ean be potentially it 0 experimental data is; 0» Aiea) where o i a experimentally fit parameter, which would ‘ypically be a positive number. For example, for 0-0, the ambient fui stream would not be altered at all by the come bustion exhaust gas stream. For progressively lange postive numbers, inerasing rates of combustion exhaust gas ow ‘would deerese the mass flow rte of ambient Mid by redne- ing the effective throat crost-sctional area fr the ambient ‘uid. Substituting Eq, 17 and Bq. 19 into Fg. 15, the eore-US 9,206,729 B2 2 sponding ratio of ambient Muid to combustion exhaust mass Flow ratios between two throtling scenarios can be derived 2) “whereall ofthe parameters have been previously defined. a, 18.can be substituted into F, 20 for relating output approxie mately tothe maximum power output condition of the com- bustion engine. an Prom Fys. 4, 9, 10, the following relationshi ‘lvid stream exit aca relative to the combustion exhaust ‘ross-sectonal_stex entering the venturi throat can be derived tos to a aterifie’ ‘where all ofthe parameters have been previously defined FIG. 18 is a graph 1800 illustrating a subset of solutions fiom FIG. 17 with an adklitonal design constraint associated with how thee different example venturi throat designs (2 .9-0,0-015, and o=1) vary the effective throateross-sectional ‘area with an increasing combustion eshaust mass Now ate In all tree of these example throat designs, peak combustion ‘exhaust mass ow rates assumed to oceur at an ambient Mid ‘o combustion exhaust mass ratio of about I with a corre- sponding peak combustion exhaust Mach numberof about Out. “The three diferent approximate models of Muid steam Jmeractons atthe throat as described in Pig 21 for cilasrate how fluid stream interactions atthe throst puts additional ‘constrains onthe design ofa sonie or near soni throttleable ‘exhaust Venti In al three of these example throat designs, peak combustion exhaust mass flow rate (and approximate peak engine power) is assumed to occuratan ambient tid (© ‘combustion exhaust mass ratio of 1.0 with a coresponding peak combustion exhaust Mach number of 0.4. This ensures Strong suction is achieved even at peak engine power. FIG. 19 isa graph 1900 illustrating how ambient vid ro ‘combustion east mas Now ratios vary wit different com- bustion exhaust mass flow output ratios forthe three dierent ‘example ventur throat designs (Le, 0-0, 0-0.5, and 1) of FIGS. 17 snd 18, 0 o 2 FIG. 20s. praph 2000 illustrating uniformly mixed ven turi exit areas relative to combustion engine port erss-rec- ‘ional exit areas in onder to achieve an appropriate tmo- spheric outlet pressure as a function of the combustion exhaust mass fo ratio forthe three different example throt- tling venturi throat designs (i.e, 0-0, 0-05, and o=1) of FIGS. 17, 18, and 19. Tce candidate cross-sectional areas ofthe example thyottleable exhaust venturi are identified in FIG. 5. For ‘example, region 1 comesponds to the cross-sectional area of the ambient Mui flow a field location $86, Region 2 core- spond 1o fed ocation S88 and adresses the effective cross- sectional areas ofboth the ambient fuidflow andeombustion exhaust gases. Region 3 eoresponds 10 fleld location $60 or the point in the exit nozzle where the combined ambient ‘combustion exhaust hid streams are at local atmospheric pressure and tend to separate away from the nozze wall. For purposes of understanding the influence of perfect mixing ‘compared fo noremixing, we address the Hid streams at Region 2 and Region 3 in detail bel. “The corresponding Mach number at the exit eross-sec- tional are (eg. at Region SFFIG, §)isshown, This variable cutlet area is accommodated in one implementation with a verging exit nozzle for the venturi, The exit areas define the appropriate atmosphere outlet pressure for the thre depicted throttling venturi throat designs and are a factor in designing the contours of the overall nearsonie or sonic throtleable exhaust venturi cross-sections, For example, for system contours tat produce an Fa. 21 profile with o=1.0, the Region 3 ext area is about constant ‘regardless of combustion exhaust throtling conditions. For small changes inthe Region 3 ext area, a diverging eone into the atmospaere may be used. A venturi design that mets all of the sonieineae-sonic streamline constants previously Sefined along wih an ambient uid stream venturi throat interaction model that approximates Fa, 21 with o=1.0 pro- ‘duces a sonie/near-sonie venturi design that can passive ‘compensate for changing combustion exhaust output cond tions over a wide range of throttling conditions. For altema- tive designs that fit Fg. 21 with 0, the outlet area (Region 3)ofthe over sonic near-sonie venturi exhaust system may ‘change appreciably with varying engine exhaust output con- ions. This constmint can be addressed with mechanisms (ea, an adjustable outlet nozzle such as an ejector nozzle oF fn iis nozzle) thot effectively change the exit area of the ‘mixed fluid stream exiting the venturi into the atmosphere, none implementation, working withthe equations above several additional constaintson the venturi design may come to light First, a negative gange pressure, low subsonic nid stream that does not mix with a sonic velocity ambient air ‘uid stream may not yield velocity and stagnation presse conditions that allow the two uid streams both to recover back upto loal atmospheric pressure and achieve any sub- stantial suction pressure. More specifically, if theo fui streams are not effectively mixed, suction pressure draws in the atmosphere into the outlet nozzle ofthe venti and col- Jpsesthe venturi such that high velocity e, subsonic com- pressible fuid flow velocity) conditions inside the venturi throat are not produced In some cases, a baek-pressure may be produced. Subsonic compressible ambient fluid stream venturi throat Mach numbers (and the corresponding strong stiction pressure) can be attained by very thoroughly mixing the momentum and energy (thermal and kinetic) ofthe (wo ‘uid seams and having this mixed fluid sream recover back ‘up to atmospheric pressure. Therefore, the presently dis- closed throtleable venturi contains a very efficient variable ‘throat andl mixing repion for thoroughly mixing the to nidUS 9,206,729 B2 23 streams. This variable throat and mixing region is dow ‘ream of the venturi and prior to the mixed uid stream ‘exiting into the local atmosphere Tn anther implementation, a second constraint isthe rela tive ratios of ambient uid mass flow to combustion exhaust sir mass Boss. At ambient uid to combustion exhaust mass ratios fess than 0.1, the throttleable venturi does not produce sufficient Mid momentum and energy to mix with and recaver the combined fluid steam hack up to local atmo- spheric pressure. At ambient Mid to combustion exhatst mass raiosof 21, the theotleable venturi performs margin- ally. At greater mass ratios in the range of F:to 100:1, the throttleable ventuei performs well. The throteable venturi ‘can operate at much higher mass flow ratios by incorporating a larger venturi cross-sectional area and a corresponding much larger venturi inlet area. However, at some point vehicle drag, packaging and aesthetics may effectively limit this upper hound on relative mass How ratios. The National Advisory Commitee for Aeronsutes (NACA) has developed a series of airfoil shapes (ex, wing designs, ting shapes, et. for aircraft wings identified by 3 series of digits following the word "NACA" In some imple- rmenttions the NACA airfoil shapes may be deflected from 3 planar orientation to acircula,ovsl, or other closed shape and form the interior contour of the Venturi Exhaust disclosed herein IG. 21 illustrates example operations 2100 for improving ‘engine fuel eficiency by applying svetion pressure ata com= bustion exhaust outlet. An. improving operation 2108 Improves povser plant fel economy’ from gas phase working fluid power plants by reducing heat loss trom the working fluids and allowing the working Muids to achieve fll expan- ‘A lowering operation 2110 lowers the mean effective working gas pressure in the power plant to lower heat loss Jom the working uid by reducing the exaust pressure by _aeater than I psi negative gauge pressure, given a near linea response of heat loss froma gas phase working ful with gas pressure. providing operation 2115 provides more expan- son of working fluid gases in the power plant in onder t0 ‘extract additional work by providing strong exhatist suction pressure to remove volume occupying gases tha init expan- ion of working uid gases ina power cyeleo! the powerplant by reducing the exhaust pressure by greater than I psi nega- tive gage pressure. In one implementation, the lowering operation 2110 and the providing operation 2118 are aecomplished by adjusting ‘negative gauge pressure applied to a combustion engine ‘exhaust ase on & mass low rate of the combustion engine ‘exhaust. Ina futher implementation, the lowering operation 2110 and the providing operation 2115 are accomplished by ‘measuring the mass flow rate of the combustion engine ‘exhaust and providing the measured the mast Now rate lo & ‘controller fora vaeam pump that applies the negative gauge pressure fo the combustion engine exhaust. "An incorporation operation 2120 incorporates additional power exriction mechanisms (ea turbine) onthe power plant exhaust that provides additional pressure ratio conver Sion into usefil mecsnical work. la various implementa- tions, ene oF more of the operations 2100 are utilized in oF with a thotleable exhaust ventue according to the presently disclosed technology. FIG, 22 illusteates example operations 2200 for using 2 throttleable exhaust venturi to increase the Fel efficiency of ‘an engine. Intake operation 2206 intakes an ambient fuid flow into throtleable exhast venturi, Inan example imple- mentation, the thottleable exhaust venturi is attached to @ 0 o 2 moving vehicle, Motion ofthe vehicle creates high-velocity (ex, a subsonic compressible fluid flow velocity) ambient ‘uid flow of aie through the veaturi Anaecelerating operation 2210 accclertes the subsonic velocity ambient uid flow to the high-velocity velocity. Inone implementation, thisacel- cmon is accomplished using the venturi, The cross sectional tea of the venti exhaust system is roduced sufficiently t0 fccelerate the ambient fuid flew toa high velocity An injecting operation 2215 injects a variable gas flow into the high-velocity ambient uid flow at an effective throat of the venturi, In an implementation utilizing a combustion ‘engine, the combustion engine exaust may have a variable exhaust mass low rate (due tothe combustion engine's vary~ ing power output, for example). The exit ofthe combustion engine exhaust nto the venturi exhaust systom i ator near 2 physical throat of the venturi exhaust system and ereates a variable effective venturi throat. The venturi configured to ‘operate overa wide operating range ofthe combustion engine (espocially wth regard to combustion exhaust gas os rates). “The orientation ofthe combustion engine exhaust near the venturi throat creates a local low-pressure zone atthe com- bustion engine exhaust, The result sa negative page presse atthe combustion engine exhaust, which provides ssetion oa the combustion engine exhaust. This characteristic eeates significant efficiency gains, 3s discussed in detail above, “A mixing operation 2220 mixes the injected combustion exhust gas flow with the high-velocity ambient fluid how ‘dowastream ofthe effetive throat of the venti, The Focal low-pressure zane at the engine exhaust may be in danger of being collapsed by ambient fhid at atmospheric pressure reverse flowing through a discharge of the venturi, Mixing ‘operation 2220 prevents this reverse ambient Mud flow, ‘which also prevents the local low-pressure zone from being collapsed. separation operation 2225 allows te mixed uid How to separate from one or more interior surfaces of the venturi ata point where the mixes! Mid steam isa Toca ambient external pressure. In one implementation, the venti ‘emplaysan expansion eone downstream of whereibe injected ‘combustion exhaust ga flow is mixed with the ambient fuk flow. When the mixed fuid flow recovers up to about an extemal pressure, the mixed fuid How separates from the interior surfaces of the venturi ‘An imparting operation 2230 imparts a spiral rotation to the ambient uid’ flow, the combustion exhaust uid floss andlor the mixed Muid flow. The imparting operation 2230 ‘ay be aecomplished using one or more vortex generators placed within the fluids flowing through the venturi. The Spiral rotation “stiffens” the fluid flows, making them Tess susceptible t changes in lid flow direction. & discharging ‘operation 2235 discharges the mixed exhaust gasambient ‘uid. Downstream of the effective throat, the venturi increases in eross sectional are, thereby reducing the veloc- ity ofthe mixed fluid until dhe mixed Muid is discharge from the venturi. In various implementations, one oF more of the ‘operations 2200 are utilized in or with a throttleable exhaust ‘venturi according tothe presently disclosed technology. none implementation, NACA 4424, which has a high it ratio airfoil shape, is utilized as 8 template for the interior strlace eontour ofa throiteable exhaust venturi, The NACA 44424 helps accelerate the ambient fui stream in low loss ‘manner in order to ereatea low-pressure azeadiretly over the exit ports ofthe combustion exhaust, which creates a draw on the exhaust gases exiting the ports, thereby initiating a ‘vacuum that extracts the exhaust gases out of a combustion ‘engine, Other NACA profiles with Varying it ratios could be Implemented to create the low-pressure arca over the ext ports ofthe combustion exhaust Further, any venturi shape,US 9,206,729 B2 25 ‘design, of form could be implemented to create a low-press sure area directly over the exit ports of the combustion exhaust FIG. 21 illustrates example road test trials ailing 3 throttleable exhaust venti based on tho design principles disclosed herein on several diferent vehicles and the corr sponding relative improvement in fuel economy. FIG. 21 furher illustrates comparative fuel economy test dats of the presently diselosed technology. ‘While the method and apparatus have been described in ‘erm of what are presently considered fo be the most prot ‘al and prefered embodiments, itis tobe understood thatthe sisclosure need not be limited to the disclosed embodiments, Is intended to cover various modifications and similar arrangements incloded within the spirit and scope of the ‘claims, the scope of which should be accorded the broadest Jnerpretation so a fo encompass all such modifications and similar structures, The present disclosure includes any and all ‘embodiments ofthe following elms. should also be understood tha a variety of changes may bbe made without departing from the essence of the invention. Such changes are also implicitly inclnded in the desertion ‘They sil all within the seope ofthis invention. It should be understood that this disclostire is intended to yield a patent ‘covering numerous aspects ofthe invention both indepen > ‘dently and as an overall system and in both method and apparatus modes Further, each ofthe various elements ofthe invention and claims may also be achieved in a variety of manners. This ‘disclosure should be understood to encompass each sich ‘variation, be ita variation of an embodiment of any apparatus ‘embodiment, a method or process embodiment, or even merely a variation of any element of these. Particularly. it should be understood tha as the disclosure elates to elements ‘ofthe invention, the words foreach element may beexpressed by equivalent apparatus emus or method terms even if only the fanetion or result isthe same, ‘Such equivalent, broader, of even more generic terms should be considered ta he encompassed in the desription of ‘each element or action, Such terms can be substituted where desired to make explicit the implicitly broad coverage t0 ‘which this invention is entitled, It should be understood that allactions may be expressed asa means for ting that action ‘or as an element which causes that action, Similarly, each physical element disclosed should be undersioad to encom- pass a disclosure ofthe aetion which that physical element Tacilitates, Any patents, publications, orother references mentionedin this application Tor patent are hereby incorporate by refer ‘ence. Inadition,asto each term used itshould be understood, that unless its utilization in this application is inconsistent with such interpretation, common dictionary definitions should be understood as incorporated for each term and all dfinitions, altemative terms, and synonyms such as con- tained in atleast one ofa standard technical dictionary ree ‘ognized by artists and the Random House Webster's Unabridged Dietionary, latest edition are hereby incorporated by reference. Finally, all references listed inthe Information Disclosure Statement or other information statement filed wit the appli ‘cation are hereby appended and hereby incorporated by ref ‘erence; hewwever, a6 to each ofthe above, to the extent that such information or statements incorporated by reference might be considered inconsistent with the patenting ofthis! these inventon(3), such statements are expressly not to be ‘considered as mace by the applicant. In this regard it show be understood that for practical reasons and so as to avoid o 26 adding potentially hundreds of claims, the applica ‘sented claims with initial dependencies only Support should be understood to exist to the deyeee required under new matter laws inching but no limited to ‘United States Patent Lav 35 USC 132 or ether such laws 40 permit the addition of any of the various dependencies oF ther elements presented under one independent claim oF ‘concept as dependencies or elements under any aller inde- pendent claim’ or concep. To the extent tht insubstantial subsites are mad othe extent that te applicant did notin fet draft any claim so 2810 Titerlly encompass any particular embodiment, and to the extent otherwise applicable, the applicant should not be understood to have in any way intended to or actually relin- auisted such coverage a the applicant simply may’ not have ‘been able to anticipate all eventualities; one skilled in the at should not be reasonably expected to have drafted claim that ‘would have literally encompassed suc altemative embodi- ‘meats. ‘Punter, the use ofthe transitional phrase “comprising” is ‘sed fo maintain the “open-end” claims herein, according to traditional claim interpretation. Thus, unless the context requires otherwise, it should he understood that the tem “eowprise” oF variations sch a8 “comprises” oF “compels: ng”, areiendedto imply the inclusion ofastatedelement or sep or roup of elements or steps but not the exclusion of any other element or step of group of elements or steps. Such ‘ers should be interpreted in their most expansive forms so as to afford the applicant the broadest coverage legally per nissible ‘The above specification, examples, and data provide a ‘complete description of the sicture and use of exemplary embodiments of the invention. Since many embodiments of the invention ean be made without departing fran the sieit ‘and scope ote invention, the invention resides in the clams Doereinalter appended, Furthermore, structural features ofthe differnt embodiments may be combined in yet another embodiment without departing from the rected elaims. ‘What is claimed i 1A thratleable venturi comprising: an onter housing: 4 central pipe extending through the outer housing and having aa open end aad a substantially closed end, ‘wherein a fist separate Quid stream isconflgured to flow Tough the ceneal pipe and ext the central pipe ve at least one exhaust outlet oriented horween the open end and the substantially closed end of the central pipe and ‘an effoctivetheoat oriented hetwoen the outer housing aud ‘the central pipe, the effective throat with an adjustable sizedefined by 3 mass flow ratio of the frst separate uid Stream toa second separate id steam Howing between theoutee housing and the central pipe and merging with the ist uid stream atthe effective throat of the Vent. 2.The throttleable venturi ola 1, wherein the effective throat is located downstream ofa physical throat of the ven- 3. The throtleable venturi of claim 1, wherein the second Ai steam is an ambient fuid stream traveling though the effective throat of the venturi at preater than about Mach 03 andthe first uid stream is a combustion exhaust fui stream injected into the effective throat of the venturi at Tess than bout Mach 03, “4. The throtleable venturi of claim 4, wheroin the vente provides greater than about I psi negative gauge pressure on ‘the combustion exhaust Tid stream when the mass Now ratio ‘ofthe second fluid steam tothe fist id stream ranges rom 1:1 to 10:1 as pre=US 9,206,729 B2 27 5, The throtleable venturi of elim I further comprising: ‘mixing region downstream of the effective throat where the fist separate uid stream and the second separate ‘uid stream are mixed together into a mixed Mid 6. The thromleable venturi of claim §, further comprising: divergent exhaust cone that allows the mixed id stream to separate froma surface ofthe exhaust cone at a loca- tion dosenstream ofthe effective throat based on the size of the effective thro. 7. The throtleable venturi of claim 8, further comprising: fone oF more vortex generators oriented within the mixed ‘ud stream that imparts spiral motion to the mixed Ail stream, 8, The thotleable venturi of claim 1, further comprising: ‘one oF more vortex generators oriented within one or both ofthe first separate fd streams and the second separate Ail stream that impart spiral motion wo one or both of the first separate Hd streams snd the second separate Nid stream 9, The dhotleable ventur of clam 1, wherein the effective throat decreases in sizewith an inereas in the mas Row ratio ‘ofthe second separate Mud steam to the frst separate uid 10, The trotleable venturi oF claim 1, wherein the eflee: tive throat further fas an adjustable location within the ven- {uri defined by the mass flow rate of one or both ofthe second separate fui steam and the first separate fluid stream, 11, The teotleable venturi of elim 1, wherein the eflee- tive throat moves downstream within the venturi swith an ‘increase in the mass flow ratio ofthe second separate fluid stream to te first separate fai stream, 12, The throttleable Venturi of claim 1, wherein an interior surface contour of the venture is defined by NACA profile 4324, 13. The throttleable venturi of claim 1, wherein an interior surface contour of the veatue is defined by a filing body shape: 14, A method comprising: exiting a ist separate fui steam from a central pipein a ‘thottleable venturi, wherein the ceneal pipe hasanopen ced anda substantially closed end, and wherein the ist separate fluid stream i configured to flow through the ‘central pipe ad exit the central pipe vi at least one exhaust outlet oriented betwoen the open end and the substantially closed end of the central pipe; and injecting the first fuid stream into a second fluid steam Towing between the outer housing and the cental pipe and merging with the second fui steam at an effective ‘throat ofthe throtleable venturi, wherein the effective throat is oriented between the outer housing ad the central pipe and wherein the effective thoat has a adjustable size defined by a mas low rato of te second ‘uid stream to the frst uid stream, 18. The method of claim 14, wherein the effective throat is located dowasiream ofa physical throat ofthe venturi 16, The method of claim 14, wherein the second fluid stream is an ambient fyi steam traveling through the elle: five throat ofthe venturi at greater than about Mach 0.3 and 0 28 the fit uid stream is a combustion exhaust Muid ste injected into the effective throat of the venturi at Tess than bout Mach 03, 17. The method of elsim 14, whercin the venturi provides arcater than about I psi negative gauge pressure on the first uid stream when the mass flow ratio of the second fluid stream fo the frst fui steam rages fom 1:1 0 10:1 18, The method of elsim 14, further comprising ‘mixing the ist separate id stream with the second sepa rae uid steam downstream ofthe elfeetive thoat to crsate a mixed hid stream. 19, The method of elsim 18, further comprising separating the mixed fluid stream froma surface ofa diver- ‘gent exhaust cane ata location downstream of the effee- live throat based on the size of the elective throat, 20. The method of claim 18, further comprising imparting spiral motion to the mixed id stream, 21, The method of claim 14, further comprising ‘imparting « spiral motion to one or both of the frst uid Stream and the sscond lid stream. 22, The method of claim 14, wherein the effetive thmet decreases insize with an increase inthe mass aw ratio of the second separate Mud steam to the first separate Md strat, 23. The method of claim 14, wherein the effective throat ‘urther has an adjustable location within the venturi defined bby a mass flow rate of one or both ofthe sevond fluid stream and the fest fluid steam, 24, The method of elsim 23, wherein the effective thst moves downsieam within the Venturi wih an increase in the ‘as flow ratio ofthe second separate Hi stream tothe frst separate uid stream, 28. The method of claim 14, wherein an interior surface ‘contour ofthe vent is defined by NACA profile 4424, 26, The method of claim 14, wherein an interior surface ‘contour ofthe venturi is defined bya ling body shape, 27. A throtteable exhaust venturi comprising: fan onter housing ‘central pipe extending through the outer howsing and having an open end and a substantially elose end; ‘anambient fluid path oriented between the central pipesnd the outer housing that accelerates an ambient tid stream to subsonic velocities greater than about Mach 03 atan effective venturi thoat; «4 combustion engine exhaust outlet in the eeatal pipe ‘between the open end and the closed end that discharges ‘2 combustion engine exhaust stream into the ambient fui stream atthe effective venturi throat, whevein the effective venturi throat changes size and location within ‘the venturi depending on a mass flow ratio ofthe ambi- cnt fluid stream lid stream to the combustion engine ‘exhaust steam ‘a mixing region downstream ofthe effective throat where the combustion engine exhatst stream and the ambient fluid stream are mixed together into 2 mixed Muid stream; and fone or more vortex generators oriented within the mixed fluid stream that imparts a spiral motion to the mixed ‘uid stream