EP3837059A1 - Débits de produit chimique pour éliminer les dépôts de carbone de moteur à combustion interne - Google Patents

Débits de produit chimique pour éliminer les dépôts de carbone de moteur à combustion interne

Info

Publication number
EP3837059A1
EP3837059A1 EP19850539.8A EP19850539A EP3837059A1 EP 3837059 A1 EP3837059 A1 EP 3837059A1 EP 19850539 A EP19850539 A EP 19850539A EP 3837059 A1 EP3837059 A1 EP 3837059A1
Authority
EP
European Patent Office
Prior art keywords
chemistry
engine
carbon
induction system
chemical
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Pending
Application number
EP19850539.8A
Other languages
German (de)
English (en)
Other versions
EP3837059A4 (fr
Inventor
Bernie C. THOMPSON
Neal R. PEDERSON
Steven G. THOMA
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
ATS Chemical LLC
Original Assignee
ATS Chemical LLC
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US16/103,726 external-priority patent/US11193419B2/en
Application filed by ATS Chemical LLC filed Critical ATS Chemical LLC
Publication of EP3837059A1 publication Critical patent/EP3837059A1/fr
Publication of EP3837059A4 publication Critical patent/EP3837059A4/fr
Pending legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10209—Fluid connections to the air intake system; their arrangement of pipes, valves or the like
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/04—Cleaning of, preventing corrosion or erosion in, or preventing unwanted deposits in, combustion engines
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/10242—Devices or means connected to or integrated into air intakes; Air intakes combined with other engine or vehicle parts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M65/00—Testing fuel-injection apparatus, e.g. testing injection timing ; Cleaning of fuel-injection apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B77/00—Component parts, details or accessories, not otherwise provided for
    • F02B77/04—Cleaning of, preventing corrosion or erosion in, or preventing unwanted deposits in, combustion engines
    • F02B2077/045—Cleaning of, preventing corrosion or erosion in, or preventing unwanted deposits in, combustion engines by flushing or rinsing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D9/00—Controlling engines by throttling air or fuel-and-air induction conduits or exhaust conduits
    • F02D9/08—Throttle valves specially adapted therefor; Arrangements of such valves in conduits
    • F02D9/10—Throttle valves specially adapted therefor; Arrangements of such valves in conduits having pivotally-mounted flaps
    • F02D9/1035—Details of the valve housing

Definitions

  • This invention relates to cleaning the induction system, the combustion chambers and exhaust system of an internal combustion engine and incorporates by reference the entire disclosure of U.S. Pub. No.: US 2016/0102606 A1 (the '"606 A1 Pub”). And, more particularly, the use of high volumetric flow rates of chemicals and mixtures of chemicals for removing a greater amount of carbon deposit from the engine than could be achieved with prior art chemical cleaning procedures. It has been determined through extensive testing that the more chemical that can be delivered into the running engine the more carbon can be removed. This is in part due to having more chemical available to solubilize into the carbon. The more liquid chemical that is delivered the greater the amount of carbon that can be dissolved into the liquid and, thus, a greater carbon removal rate.
  • “Road vehicle” or “road vehicles” refers to vehicles that have been driven in cities and on highways under a variety of conditions, including different speeds, acceleration patterns, different fuels, different motor oils, and different weather conditions, thus producing different types of carbon within them. Carbon deposits were taken from the induction systems of these road vehicles for the purpose of bench testing such carbon and product development. More specifically, chemicals (i.e., solvents) and chemical mixes (i.e., solutions) have been accurately tested on such harvested carbon deposits for their ability to remove the various types of carbon deposits that accumulate within road vehicle internal combustion engines. It was determined that certain chemicals and chemical mixtures work to remove certain types of carbon deposits.
  • a preferred embodiment uses a mixture of chemicals that can remove different carbon types from induction systems, combustion chambers and exhaust systems.
  • This invention also relates to apparatus for delivering chemicals and chemical mixes (e.g., those developed as discussed below, prior art products marketed for carbon removal) to the induction system of a vehicle to maximize the effectiveness of delivery and carbon removal.
  • U S. Patent No. 6,217,624 B1 to Morris et al. discloses that certain hydrocarbyl- substituted polyoxyalkylene amines control engine deposits, especially combustion chamber deposits, when employed in high concentrations in fuel. More specifically they are intended to keep carbon deposits from forming in combustion chambers and not to remove heavy carbon deposits that have already accumulated. Additionally, as such amines are mixed into the fuel stock, they would not reach the induction system other than the direct intake valve area on GPI engines, or only the combustion chamber area on direct injected engines. Thus on GDI engines, regardless of its possible effectiveness on the combustion chambers, it can have no effect on any portion of the induction system of an engine.
  • gasoline base is also a problem.
  • gasoline when used as a base for the amine it will flash into a vapor at the engine running temperatures. This will not provide for a liquid base for the carbon to move into (the importance of which is discussed below under, for instance, "Problems and Objectives") which is helpful to remove carbon deposits from the induction system and/or combustion chambers.
  • the cleaning agents are much less likely to contact the carbon deposit.
  • U.S. Patent No. 6,458,172 to Macduff et al. discloses a fuel additive of detergents combined with fluidizers, and to hydrocarbon fuels containing these fuel additives.
  • the fuel additives of Macduff et al. combine a Mannich detergent, formed from reaction of an alkylphenol with an aldehyde and an amine, with a fluidizer that can be a polyetheramine or a polyether or a mixture thereof and, optionally, with a succinimide detergent.
  • Fuels containing these additives are claimed to be effective in reducing intake valve deposits in gasoline fueled engines, especially when the weight ratio of detergent(s) to fluidizer(s) is about 1 : 1 on an active basis.
  • the consumer grade gasoline base is a problem as it will flash into a vapor at the engine running temperatures. This will not allow for a liquid base which is helpful to remove carbon deposits from the induction system and/or combustion chambers. Additionally, if the gasoline flashes before getting to the carbon deposits, the cleaning agents are much less likely to contact such deposits.
  • U.S. Patent No. 9,249,377 B2 to Shriner discloses a cleaning composition including a synergistic combination of a pyrolidinone with a C1 to C12 alkyl, alkenyl, cyclo paraffinic, or aromatic constituent in the 1 position and a C1 to C8 alcohol.
  • a preferred pyrrolidinone is 1- methyl-2-pyrrolidinone.
  • the preferred other component is an alcohol, preferably methanol.
  • the viscosity will be between 0.5 and 1.0 cSt @ 40° C. Applicants testing (discussed below) has shown that some of these VOC compliant petroleum distillates do not remove high percentages of the carbon types generated in road vehicle engines, sometimes referred to as "road vehicle carbon". Additionally methanol has a flash point that is significantly below engine running temperatures.
  • the '373 Patent discloses the use of di-tertiary butyl peroxide for adding“supplemental oxygen to the combustion process” and amines for "intake valve cleanliness". See col. 3, /. 30.
  • the '373 Patent does not teach that the di-tertiary butyl peroxide is used for the removal of carbon deposits within the internal combustion engine, but instead used as an oxidant for the combustion process.
  • Vataru's choosing a test engine that does not have carbon deposits contained within the engine acknowledges this teaching's inability to clean existing carbon deposits.
  • making assessments about cleaning efficacy based on improved mileage alone can be misleading because measured fuel mileage is primarily a measure of combustion efficiency rather than solely the cleanliness of the engine.
  • U.S. Patent No. 7, 195,654 B2 to Jackson et al. discloses a gasoline additive concentrate including a solvent and an alkoxylated fatty amine, and a partial ester having at least one free hydroxyl group and formed by reacting at least one fatty carboxylic acid and at least one polyhydric alcohol.
  • This mixture is intended to "increase fuel economy, reduce fuel consumption, and reduce combustion emissions in gasoline internal combustion engines.” See Summary of the Invention, col. 1 , II 61 - 63. From the discussion in the Description of the Related Art the amines are for improving fuel economy and "lubricity" (the ability of the fuel to act as a lubricant, which is particularly important in the case of diesel engines).
  • Dykstra et al. reference a material claimed to penetrate and remove the lead compounds in the deposits.
  • engine designs have also changed, as can been seen by the change from basic carburetion to electronic fuel injection.
  • motor oils and anti-friction additives contained in these oils have changed (e.g. in the GDI engines the high pressure fuel pump puts a heavy load on the drive mechanism which, in turn, requires a different oil formulation for these type engines).
  • These changes have, in turn, changed the carbon deposits that accumulate within road vehicle internal combustion engines.
  • some of the chemical constituents of prior art formulations are now deemed unsafe for the public.
  • the purpose is to generate the same carbon thickness and carbon volume in 5,000 miles, based on the use of dynamometer testing (not on road operation) that a road vehicle engine will generate in 100,000 miles of actual driving.
  • the structure of the carbon deposit generated in the RCA method is not the same as that generated in road vehicle engines.
  • fuel the special RCA fuel base v. the different commercially available fuels.
  • commercially available fuels vary with manufacturer, region of country where they are dispensed, and time of the year (in some states up to 10% of the gasoline is ethanol in winter months).
  • the second difference is that in road use the carbon deposits are only partially created by the fuel, whereas the RCA carbon is mainly comprised of the fuel.
  • RCA running times and soak times are meant to duplicate those generated in road vehicles, such times are set as a standard so the RCA carbon deposits can be closely duplicated for testing purposes.
  • such times may not be achieved in real world vehicles.
  • the time that the engine remains at a given temperature, and thus the pyrolysis conditions can vary widely (e.g. an engine turned off in Alaska in the winter will likely cool down significantly faster than an engine turned off in Arizona in summer).
  • RCA carbon deposits and road vehicle generated carbon deposits are not typically the same.
  • the foregoing differences are either not known in the industry, or ignored.
  • Soak time refers to the time that the engine is hot and is turned off before it is restarted.
  • Soak cycles refer to the number of times that the engine is turned off at a given temperature.
  • a soak cycle refers to when an engine that is at running temperature is turned off.
  • Pyrolysis is a type of thermal decomposition that occurs in organic materials exposed to high temperatures. Pyrolysis of organic substances such as fuel and oils produces gas and liquid products that leave a solid residue rich in carbon. Heavy pyrolysis leaves mostly carbon as a residue and is referred to as carbonization.
  • the carbon types can be quite different as well. This is due to the many different variables such as the type of hydrocarbons the fuel that is used is made of, the detergents added to the fuel base, the type of hydrocarbons the motor oil is made of, the antifriction additives added to the motor oil, the type and amount of metal particles that are contained in the carbon (which originate from a combination of fuel, oil, additives and engine wear), the operating temperature of the engine, the pressure and or temperature the carbon deposit is produced under, the varying loads on the engine, the engine drive times, the engine soak cycles and the engine soak times.
  • the present invention relates to, inter alia, the selection of chemicals, the development of chemical mixtures, and the use of such selected chemicals and developed mixtures in order to remove the various carbon deposits encountered within road vehicle internal combustion engines, regardless of engine type, carbon type, vehicle driving history, mileage, vehicle fuel(s) used, and engine oil(s) used.
  • the present invention also relates to improved apparatus for effectively delivering chemicals/chemical mixtures to vehicle induction systems.
  • Carbon deposits that have such analytically determined variations we refer to as "different carbon types”. By these methods it was also determined that carbon deposits generated from different engine configurations (e.g., gasoline port injection, gasoline direct injection, and diesel direct injection) could vary and therefore be different carbon types. Additionally, we also found that deposits generated from a single engine configuration, but driven and/or maintained under different conditions, could also have different carbon types.
  • different engine configurations e.g., gasoline port injection, gasoline direct injection, and diesel direct injection
  • XRF X-ray Fluorescence
  • Non-Specific Solvents that remove portions of the deposits primarily via solvent-solute interactions such as those described by the solubility parameter, e.g. dispersion (van der Waals), polarity (related to dipole moment) and hydrogen bonding.
  • Non-Specific Solvents of the present invention include organic solvents such as benzene, toluene and xylenes as well as oxygenated compounds such as alcohols, ethers and ketones.
  • Specific Solvents where solvent-solute interaction occurs primarily as a result of electron pair donor/electron pair acceptor interactions in which electron transfer occurs between an electron donating species and an electron accepting species.
  • the chemical complex formed by this interaction is often ionic (non-covalent) in nature.
  • Specific Solvents can be molecules that contain a nitrogen, sulfur and/or an oxygen atom with an unshared electron lone pair such as pyridine, n-methyl pyrrolidone and dimethyl sulfoxide.
  • Reactive Solvents that cause deposit degradation by covalent bond disruption.
  • the chemical structure of both the solvent and the deposit may be altered as a result of, for instance, bond cleavage.
  • Reactive Solvents Compounds that can generate free radical species and alkaline hydrolysis compounds/mixtures are examples of Reactive Solvents. (Note: some chemical compounds may act in more than one of these categories depending on the specific system temperature, specific chemistry of the cleaning solvent mixture, and the specific chemical nature of the carbon deposit to be removed.)
  • the carbon cleaning solutions of the present invention are only effective if they can be applied to the carbon deposits that accumulate within internal combustion engines, namely the induction system (including intake valves and the surrounding port area), cylinders and the exhaust system. (This is also true of prior art products marketed for engine carbon removal.) As with the prior art products themselves, prior art methods of application through the induction system have, at best, limited effectiveness. This includes the use of a hydraulic nozzle (also referred to as an oil burner nozzle) to spray the prior art products at closed throttle plates. As discuss in the '016 Application, with this prior method the spray from the nozzle will impinge on the throttle body and throttle plate and tend to puddle in the induction system.
  • a hydraulic nozzle also referred to as an oil burner nozzle
  • a preferred method of removing carbon build up from an internal combustion engine includes: running the engine; monitoring the position of the throttle plate; opening or snapping the throttle plate (snapping the throttle plate is an opening rate that is quick enough to allow an in rush of air to occur into the engine induction system); discharging chemistry in the form of an aerosol into the induction system through the nozzle only when the throttle plate is opened; and closing the throttle plate and simultaneously discontinuing the application of chemistry to the induction system.
  • the nozzle may be placed in front of the induction system before the throttle plate, in which case the step of delivering is delivering the chemistry to the induction system before the throttle plate. Where the induction system includes a port behind the throttle plate, the nozzle may be placed in the induction system after (behind) the throttle plate, in which case the step of delivering is discharging the aerosol into the induction system after the throttle plate.
  • the present invention relates to the use of some of the chemical/chemical mixes of the present invention as an additive for mixing in a fuel base, such as standard consumer grades of gasoline/diesel fuel.
  • Figure 1 is a graph showing different percentages of mixtures of xylenes and light hydrotreated naphtha used on Audi turbocharged Direct Injected Gasoline carbon and the percentage of carbon removed.
  • Figure 2 is a graph showing different percentages of mixtures of xylenes and light hydrotreated naphtha used on Hyundai Direct Injected Gasoline carbon and the percentage of carbon removed.
  • Figures 3A and 3B is a table showing in the vertical column the percentages of different chemicals contained in the commercially available cleaning products listed in the top horizontal row, as shown on their respective MSDS information.
  • Figures 4A and 4B is an additional table also showing in the vertical column the percentages of different chemicals contained in many of the commercially available cleaning products listed in the top horizontal row, as shown on their respective MSDS information.
  • Figure 5A is a table showing the test results from different commercially available manufactured induction and fuel tank chemical cleaning products and fuel tank additives mixed with gasoline. Those marked “Yes” in the “Induction” column are intended for delivery to the engine through the induction system. Those marked “Yes” in the “Fuel Tank” column are intended to be delivered to the engine along with the fuel.
  • Figure 5B is a table showing the test results from Applicants proprietary mixture labeled "ATS - 505CR” and various chemicals tested for carbon removal ability (e.g., xylenes, light hydrotreated naphtha (LHN)) on the same Audi Gasoline Direct Injection turbocharged engine carbon.
  • ATS - 505CR various chemicals tested for carbon removal ability
  • various chemicals tested for carbon removal ability e.g., xylenes, light hydrotreated naphtha (LHN)
  • Figure 6 is a table showing the test results using a chemical mixture of 50% XYL and 50% LHN with other chemicals added to the mixture such as 5% NMP and 5% PEA. All carbon samples for each test series are from the same engine (example; all tests run for the BMW GDI are from the same intake on the same engine), all other variables are controlled equally. The % shown is the amount of carbon removed; accuracy of testing results are within -/+ 4%.
  • Figure 7 is a table showing a number of commercially available Wynn's branded products (namely: Wynns “Valve Intake Cleaner” VIC; Wynns “Air Intake Cleaner” AIC; Wynns “Clean Sweep” CS; and Wynns "GDI, PRI and EGR DE-CARBON FOAM”) and the ATS 505CR mixture of the present invention applied to six different carbon types, and the percentage of carbon removed by each product.
  • the % in chart is amount of carbon that was removed from carbon sample. Accuracy of testing results are (+ -) 4%.
  • Figure 8 is a table showing the test results for four new commercially available Gasoline Direct Injection (GDI) carbon removing products (e.g., RunRite GDI) and the ATS 505CR mixture of the present invention applied to 12 different carbon types from different engines by various manufacturers.
  • GDI Gasoline Direct Injection
  • Figure 9 is a table showing test results for ATS 505CR A - 505CR B and 505DCR mixtures of the present invention used on five different carbons types. All carbon samples for each test series are from the same engine (example; all tests run for the BMW GDI are from the same intake on the same engine); gasoline has pump octane rating (87) from the same pump; all other variables are controlled equally. The % shown is the amount of carbon removed; accuracy of testing results are within -/+ 4%.
  • Figure 10 is a table showing test results for various chemical mixtures of THN (the base) working with various Specific Solvents and Reactive Solvents on five different carbon types from different engines.
  • Figure 1 1 illustrates one of the chemical delivery systems of the present invention that times the chemical/chemical mixture delivery with the throttle opening and with the injector in front of the throttle plate.
  • Figure 12 illustrates the waveform produced form a Throttle Position Sensor (TPS) and a pressure transducer that is placed in the throttle housing.
  • Figure 13 illustrates an alternate chemical delivery system of the present invention that times the chemical/chemical mixture delivery with the throttle opening and with the injector behind the throttle plate.
  • TPS Throttle Position Sensor
  • Figure 14 illustrates a nozzle design of the present invention that allows the nozzle to be place in front of the throttle plate or behind the throttle plate.
  • Figure 15 illustrates the nozzle in Figure 15 in use behind the throttle plate.
  • Figure 16 illustrates the nozzle in Figure 15 in use in front of the throttle plate.
  • Figure 17 illustrates a preferred embodiment for a nozzle, which is an air assist nozzle design for applying chemical/chemical mixtures to the internal combustion engine.
  • Figure 18 illustrates the nozzle in Figure 18 in use in front of the throttle plate.
  • Figure 19 illustrates the nozzle in Figure 18 in use in the preferred method of applying the chemical/chemical mixture behind the throttle plate.
  • Figure 20 illustrates other type of air assist nozzle for applying one or more chemicals to the induction system of the engine.
  • Figure 21 illustrates the preferred nozzle tip where the nozzle is in front of the throttle plate.
  • Figure 22 illustrates the details of the nozzle tip of Figure 21 .
  • Figure 23 is a table showing how various chemicals work in a fuel base, particularly standard consumer grade gasoline at a 10 percent ratio and the percentage of carbon removed by such chemicals when mixed in the gasoline.
  • Figure 24 is a table showing how various chemicals work in a fuel base, again standard consumer grade gasoline at a 98 percent ratio with various chemicals added at 2 percent and the percentage of carbon removed by such chemicals when mixed in the gasoline. All carbon samples for each test series are from the same engine (example; all tests run for the Carbon type are from the same intake on the same engine); gasoline has pump octane rating (88) from the same pump; and all other variables are controlled equally. All ATS chemicals are straight chemicals. If blends are produced carbon removal rates will be higher. Except as noted, all tests were run with limited volumes. If greater volumes are used the % of carbon removed between chemical blends would be increased as shown when using two carbon samples Audi GDI and GM GPI carbon. Accuracy of testing results are within -1+4% (% shown is the amount of carbon removed).
  • FIG. 25 is a table showing how various high temperature gasoline blends work to remove various carbon percentage amounts from various carbon samples.
  • HTG High Temp Gasoline
  • HTG 1 19% OCT/ 20% ISO / 20% THN/ 6% DIP / 35% XYL
  • HTG 2 20% OCT/ 40% ISO / 20% CH / 5% DIP / 15% XYL
  • HTG 3) 20% OCT/ 20% ISO / 20% CH / 20% DIP / 20% THN
  • HTG 4) 20% OCT/ 20% ISO / 20% THN/ 20% DIP / 20% XYL
  • HTG 5) 20% DEC/ 20% ISO / 20% THN/ 20% PB / 20% XYL
  • HTG 6) 80% THN/ 5% OCT/ 5% ISO / 5% DIP / 5% XYL.
  • Figure 26 is a table showing a comparison of THN, turpentine, and turpentine derivatives (e.g., p-cymene (p-C)) that are used on different carbon types to show the effectiveness of the chemicals. All carbon samples for each test series are from the same engine (example; all tests run for the Carbon type are from the same intake on the same engine); and all other variables are controlled equally. Accuracy of testing results are within -/+4% (% shown is the amount of carbon removed). [062]
  • Figure 27 is a table showing chemical mixes with turpentine and turpentine derivatives used on different carbon types to show the effectiveness of the chemicals.
  • Figure 28 is a viscosity laboratory analysis table showing that Oil of Turpentine (TPT), gamma terpinene (y-T), Para cymene (p-C), dodecane (DOD), 2,2,4-trimethylpentane (TMP), and tetrahydronaphthalene (THN), at a 10% ratio can be put directly into an engine oil base without causing a harmful viscosity change.
  • TPT Oil of Turpentine
  • y-T gamma terpinene
  • p-C Para cymene
  • DOD dodecane
  • TMP 2,2,4-trimethylpentane
  • TBN tetrahydronaphthalene
  • Figure 29 is a "Four Ball Wear Test” table showing that Oil of Turpentine (TPT), gamma terpinene (y-T), Para cymene (p-C), dodecane (DOD), 2,2,4-trimethylpentane (TMP), and tetrahydronaphthalene (THN), at a 10% ratio will not cause additional wear of engine components.
  • TPT Oil of Turpentine
  • y-T gamma terpinene
  • p-C Para cymene
  • DOD dodecane
  • TMP 2,2,4-trimethylpentane
  • TBN tetrahydronaphthalene
  • step (1) the carbon being tested is weighed both before and after the chemical (or chemical mixture) is applied, so that the amount of carbon removed by such chemical (or chemical mixture) can be quantified.
  • This test procedure verified that the chemicals and chemical mixtures tested and the removal of different carbon types corresponded well to one another regardless of which test method (bench or running engine) was used. Stated another way, the bench tests worked to the same extent that occurred with the running engine tests.
  • the test bench methodology produced a repeatable accuracy of +/- 4%. With this level of accuracy a true understanding of the effectiveness of each chemical and chemical mixture tested, and each carbon structure type such chemicals and mixtures were tested on was achieved.
  • bromopropane a colorless liquid with a melting point of -128.1 °F and a boiling point between 138 and 142 °F.
  • Bromopropane is used to remove asphalt/bitumen (the terms bitumen and asphalt are understood to be interchangeable) deposits from road construction on vehicle surfaces.
  • bitumen and asphalt are understood to be interchangeable
  • xylenes (XYL) and light hydrotreated naphtha (LHN) are mixed at a 50/50 ratio the solvents' carbon removal ability is increased.
  • This 50/50 mixture is a preferred embodiment for one of the base solutions of the present invention.
  • Non-Specific Solvents are mixed at different ratios and then tested on samples of the same Audi turbocharged direct injection carbon collected from the intake.
  • the preferred XYL and LHN were mixed at a 50/50 ratio 86% of the carbon was removed.
  • this mixture was changed to 25% XYL and 75% LHN only 53% of such carbon was removed.
  • this mixture was changed to 75% XYL and 25% LHN only 68% carbon is removed.
  • the Audi GDI carbon used in the 50/50 mixture tests discussed in the previous paragraph is a very easy carbon type to remove when compared to many of the other GDI carbons that were tested. With different carbon types these percentages of carbon removal will vary between the carbon type used and which Non-Specific Solvents are mixed together. It would appear that a carbon removal increase of just 10% is just a slight increase. However, we have determined through testing that a 10% increase is very hard to obtain.
  • Figure 1 is a graph showing different percentages of mixtures of XYL and LHN used on the above referenced Audi turbocharged Direct Injected Gasoline carbon.
  • the graph’s vertical axis is the percentage of carbon removed from the carbon sample.
  • the graph’s horizontal axis shows the mix of chemicals wherein the 0 point is 0% LHN/100% XYL and the 100 point is 0% XYL/100% LHN. It can be seen that with the Audi carbon the 50/50 mix of XYL and LHN was the most effective ratio at removing more of the carbon deposit (84% carbon removed). However, as can be seen from Figure 1 , ratios between 60/40 of XYL to LHN (71 % carbon removed) and 40/60 (76% carbon removed) were also effective at carbon removal.
  • Figure 2 is a graph showing different percentages of XYL and LHN used on the above referenced Hyundai Port Injected Gasoline carbon.
  • the graph’s vertical axis shows the percentage of carbon removed from the carbon sample.
  • the graph’s horizontal axis shows the mix of chemicals wherein the 0 point is 0% LHN/100% XYL and the 100 point is 100% LHN/0% XYL. Similar to the results obtained with treating the Audi turbocharged Direct Injected Gasoline carbon, it can be seen that with the Hyundai carbon the 50/50 mix of XYL and LHN was the most effective at removing more of the carbon deposit (35% carbon removed). Additionally it can be seen from Figure 2, ratios between 20/80 of XYL to LHN (28% carbon removed) and 20/80 (27% carbon removed) were also effective at carbon removal.
  • an effective ratio of Non-Specific Solvents optimized to minimize carbon swelling, was found to be between 20/80 and 80/20 when the Non-Specific Solvent base consists of two solvents. Or a ratio of 33.33/33.33/33.33 (referred to as 30/30/30) if the base consists of three Non-Specific Solvents. An example of the latter would be 33.3% XYL/33.3% LHN/33.3% SS as discussed in greater detail below.
  • Non-Specific Solvent mixes work well on certain carbon types and represent an improvement over the prior art. However, from our testing we determined that none of these Non-Specific Solvents mixes worked well enough across all the carbon types tested to enable sufficient carbon removal in the typical cleaning time and chemical volumes allotted for this procedure by current industry practice, which is typically 16 oz of chemical delivered over 20 minutes of time. In view of this constraint it was determined that a mix of Non- Specific Solvents to which base one or more Non-Specific Solvents, Specific-Solvents and/or Reactive Solvents would be needed to enhance the base to remove substantial amounts of carbon across all carbon types. It was also determined for the best carbon removal results that the Specific Solvents/Reactive Solvents used would constitute no more than 30 volume percent of the final mix.
  • Non-Specific Solvent base of at least 70 volume percent was found to be preferred in order to mitigate chemically induced swelling from the Specific and/or Reactive Solvents while still providing substantial carbon removal. Small percentages of additional Non-Specific Solvents might be added in the remaining 30 percent to increase the carbon removal rate of the chemical mix, as indicated below with regard to the ATS 505CR mix, ATS 505DCR mix, and ATS 505TCR mix families.
  • Non-Specific Solvents worked well across a board range of engine induction carbon and was determined to be suitable for the Non-Specific Solvent base. It was also determined that the Specific Solvents and Reactive Solvents (again noting that some chemicals may act in more than one of these two categories) that work best with the selected Non-Specific Solvents base for removing all carbon structure types are; 2- ethylhexyl nitrate (2-EHN), nitropropane (NP), tert-butyl peracetate (TBP), di-te rt-butyl peroxide (DTBP), di-tert-amyl peroxide (DTAP), tert-butyl peroxybenzoate (TBPB), isopropyl nitrate (IPN), and tert-butyl hydroperoxide (TBHP).
  • 2-EHN 2- ethylhexyl nitrate
  • NP nitropropane
  • TBP tert-butyl per
  • Non-Specific Solvents that do not necessarily include either XYL or LHN can also remove significantly greater amounts of carbon than any one of the individual solvents used alone.
  • Non-Specific Solvents dipentene (DIP), tetrahydronaphthalene (THN), Stoddard solvent (SS), and toluene (TOL).
  • DIP dipentene
  • TBN tetrahydronaphthalene
  • SS Stoddard solvent
  • TOL toluene
  • Various mixes can be produced to better remove one carbon type than another carbon type. The problem is to produce a mix to work across all road vehicle carbon types. As previously discussed we have identified many different carbon structure types. With each of these carbon structures the chemical interaction with the carbon changes.
  • At least 3 different Non-Specific Solvents can be combined to produce a mixture that has the ability to remove carbon as well.
  • the base mixture is changed to 33% XYL and 33% LHN and 33% SS
  • 46% of such Audi carbon is removed.
  • 38% carbon is removed.
  • the mixture is changed to 33% XYL and 33% SS and 33% TOL
  • 48% carbon is removed.
  • the mixture is changed to 33% XYL and 33% LHN and 33% TOL, 51 % carbon is removed.
  • the chemical that acts preferentially in a chemical mixture may be the chemical that has both the strongest chemical interaction with the carbon and the fastest reaction rate and will, in effect, reduce access and/or reactivity of the other chemicals to the carbon surface, and thus their efficacy in a particular mixture.
  • solvent-solute interaction specifically when two different solvents are chemically attracted to each other, may reduce the chemical attraction between those solvents and the carbon.
  • the individual chemicals may have a greater efficacy toward carbon removal.
  • the final chemical mixture needs to be chosen based on the testing data, in order for the best formulation to be produced.
  • the various chemicals tested e.g., XYL, THN, TBP, and DTBP
  • the chemical base i.e., the Non-Specific Solvent mix
  • the Non-Specific Solvents also provide the physical means for removal of the deposits because of their ability to carry the dissolved and loosened portions of the deposits away.
  • the Specific Solvents and/or Reactive Solvents are used for their ability to react with the non-saturated hydrocarbon portions of the deposit, which in turn enhances the deposits tendency to be solubilized and/or removed by the Non-Specific Solvents. It is also believed that the oxygenated Specific and/or Reactive Solvents facilitate removal of the metal, alkali metal, and semimetal element portion of the deposit which, in turn, helps release the carbon deposit into the Non-Specific Solvent and thereby remove it from the engine.
  • the engine running temperature will vary within the engine depending where the temperature is measured, (e.g. normal engine running coolant temperature can run from 180F to 230F, throttle body temperatures can run between 150F and 230F, intake system temperatures can run 180F to 275F, intake valve temperatures can run between 390F to 1 100F, exhaust valve temperatures can run between 750F and 1475F, and combustion chamber temperatures can run 200F to 1475F).
  • normal engine running coolant temperature can run from 180F to 230F
  • throttle body temperatures can run between 150F and 230F
  • intake system temperatures can run 180F to 275F
  • intake valve temperatures can run between 390F to 1 100F
  • exhaust valve temperatures can run between 750F and 1475F
  • combustion chamber temperatures can run 200F to 1475F.
  • a free radical species interacting with a metal, alkali metal or semimetal element would most likely be acting as a Specific Solvent, but the same radical interacting with a non-saturated hydrocarbon species would most likely be acting as a Reactive Sol
  • Non-Specific Solvents found to enhance the bases were; OCT, EM, CH, PA, TBA, PB, BB, XYL, LHN, DIP, THN, DHN, TOL, TMP, TAME, and SS.
  • combustion enhancing properties also allow for up to nine times the industry standard chemical volume (i.e. , 1 to 1.5 Gallons Per Hour (GPH)) to be applied into the engine during cleaning without developing engine running problems. In turn, this increase in the chemical volume delivery allows for more carbon to be removed from the engine.
  • GPH Gallons Per Hour
  • Non-Specific Solvents e.g., 50% XYL/ 50% LHN
  • the PEA would limit the carbon removal rate to the 20 percent range.
  • these chemicals are used in Non-Specific Solvents such as, but not limited to, NMP and PEA, they diminish the carbon removal ability of such Non-Specific Solvent bases as seen in Figure 6.
  • these Non-Specific Solvent bases had Specific Solvents and/or
  • Reactive Solvents added such as just 5 percent di-te rt-butyl peroxide (DTBP)
  • DTBP di-te rt-butyl peroxide
  • the carbon removal rate would increase from the 50 percent range to the 70 percent range.
  • PEA or 5 percent NMP was added to the Non-Specific Solvent/DTBP mix the removal rate dropped to the 20 percent range. This is a 50 percent reduction in the carbon removal rate.
  • just 2% volume of a chemical could bring the carbon removal rate down over 40%.
  • it is extremely important to mix the solvents so the interaction between them enhances rather than diminishes their ability to remove the carbon deposit.
  • a preferred ATS 505CR mix is: 40% xylenes; 40% light hydrotreated naphtha; 5% octane; 5% 2-ethylhexyl nitrate; 5% tert-butyl peracetate; and 5% di- tert-butyl peroxide.
  • the foregoing preferred ATS 505CR mix family can be utilized as two mix families, namely: (1 ) ATS 505CR family A; and (2) ATS 505CR family B.
  • the 505CR family A contains: 20-80% xylenes, 20-80% light hydrotreated naphtha, 0.2-20% octane, and 0.2-20% 2- ethylhexyl nitrate.
  • the 505CR family B contains: 20-80% xylenes, 20-80% light hydrotreated naphtha, 0.2-20% tert-butyl peracetate, and 0.2-20% di-tert-butyl peroxide.
  • ATS 505CR Mix A (“505CR A”) is 45% xylenes, 45% light hydrotreated naphtha, 5% octane, and 5% 2-ethylhexyl nitrate; and ATS 505CR Mix B (“505CR B”) is 45% xylenes, 45% light hydrotreated naphtha, 5% tert-butyl peracetate, and 5% di-tert-butyl peroxide.
  • the ATS 505CR A and 505CR B mixes would be directly injected sequentially through the entire induction system by the apparatus and methodology disclosed in the ⁇ 16 Application. This method will provide for a higher percentage carbon removal across all carbon types than a single stage delivery and will mitigate engine knock during induction cleaning. Additionally, such apparatus can deliver chemical mixes during engine crank, which can remove carbon deposits from the exhaust system.
  • the chemical/chemical mixture for carbon removal using THN as the base chemistry is formulated with; 20%-50% THN; 20%-50% TMP; and 20%-50% LHN.
  • the preferred formulation for 505DCR is based on a base mix of Non-Specific Solvents, namely: 90% THN; 5% TMP; and 5% LHN. These were carefully selected for their ability to reduce knock while having a high carbon removal rate. This carbon removal rate can be seen by comparing the 505CR A - 505CR B mixes against the 505DCR mix as shown in Figure 9.
  • the 505DCR mix can also be used on gasoline based engines as well. This is just one example where the chemicals selected by Applicants can be combined in many different configurations that produce outstanding carbon removing results compared to existing commercial product marked for carbon removal.
  • ATS 505CR mix family and the ATS 505CR families A and B worked better than any commercially available induction cleaner that was tested.
  • a number of commercially available brands of induction and fuel tank cleaners that were chosen as being representative of the professional grade cleaners currently available on the market, namely: Wynn’s; BG Products Inc.; Run-Rite; CRC Industries; 3M Fuel Additives; Justice Brothers; AC Delco; Seafoam; Berryman Fuel Additives; Lucas Oil Products; Chevron Techron; Gumout Fuel Additives; and NGEN Fuel Additives.
  • Figure 5B sets for the percentage of carbon removed by the ATS 505CR mix, namely 95%.
  • the accuracy of the testing results is +/- 4%. It can clearly be seen that the ATS 505CR has higher carbon removal percentages across all carbon types.
  • the ATS 505CR removal rate ranged from 35 - 90%, with an average of 60%.
  • the average removal rate for the various WYNNS products ranged from 26 - 33%, with an average of 30%.
  • the RunRite GDI was delivered in one continuous application; the CRC GDI was delivered in one continuous application; the WYNNS GDI Foam was delivered first in one continuous application and then was followed by the WYNNS Clean Sweep delivered in one continuous application (collectively identified in Figure 8 as "WYNNS GDI”); and the B.G. Products GDI IVC was delivered first in one continuous application and was followed by the B.G. Products FI CCC delivered in one continuous application (collectively identified as "B.G. GDI").
  • the ATS 505CR Mix A was applied for 30 seconds, followed by a 30 second off time, followed by an application of ATS 505CR Mix B for 30 seconds, then followed by a 30 second off time, with this cycle repeated until the volume of both Mix A and Mix B was completely used.
  • the RunRite GDI and CRC GDI are one stage applications.
  • the Wynns GDI, the B.G. GDI, and the ATS 505CR A and B are all two stage products. In all of the tests the total volume of carbon cleaning solution used was equal, with all other variables controlled equally as well. This chart best illustrates how different carbon types respond to the different formulations.
  • the preferred ATS 505CR mix has been found to be very effective in removing the range of carbon types that have been tested from the engines they were accumulated in, even though they may temporarily induce light knocking in a running engine during a cleaning process. It has also been determined that the addition of anti-knock additives to the mix such as, but not limited to, 2,2,4- trimethylpentane (TMP), diethyl malonate (DEM) and tertiary-amyl methyl ether (TAME) will mitigate knocking. Based on our testing, we have determined that these chemicals (TMP, DEM, and TAME) also provide a good carbon removal rate.
  • TMP 2,2,4- trimethylpentane
  • DEM diethyl malonate
  • TAME tertiary-amyl methyl ether
  • Non-Specific Solvents As there are multiple chemicals known for their ability to limit knock produced from the fuels rapid burning rate that leads to engine knock, it is important to select such a chemical based on its ability to remove carbon as well as reduce engine knock.
  • THN is one such chemical as it has a slow burn rate which resists knocking within the engine.
  • Specific Solvents and Reactive Solvents such as 2-EHN, TBP, DTBP, DTAP, TBPB, IPN, TBHP and NP are used with the THN base, they increase the effectiveness of the resulting chemical mixture to remove additional carbon. This can be seen in the testing results in Figure 10, noting that for BMW GDI carbon THN alone removes 17% of the carbon while THN with 5% TBP removes 34%.
  • THN is another preferred base.
  • THN also works well will many of the Non-Specific Solvents. This can be seen in Figure 10.
  • the THN chemical when used in the base solution is effective in the carbon removal process across many different carbon types, which makes it another preferred chemical to use as or in the chemical base for carbon removal for internal combustion engines.
  • the performance of 505DCR (which has a THN/Non-Specific Solvent base) is enhanced by the Non- Specific Solvents such as TMP and LHN as seen above in 1J[094]
  • the ATS 505DCR burns well within the engine, which allows for a greater chemical delivery rate such as the preferred 6 to 9 GPH. This in turn allows for a high carbon removal rate.
  • these puddles will not have equal distribution within the induction system as the air flowing through the induction system can move these puddles along the induction system floor, whereby the chemical/chemical mix cleans the floor, but leaves the carbon on the port sides and top.
  • This channel that is cut through the carbon on the induction floor during cleaning can result in additional air turbulence that can decrease the power and fuel mileage from the engine after the cleaning as occurred.
  • carbon deposits are not equal in size/shape/distribution within the induction system the incoming air flow into the engine hits these non-uniform deposits and becomes turbulent/more turbulent. This turbulent or erratic air creates uneven cylinder volume filling, which directly affects the power output from the engine.
  • the current invention uses a pressure transducer 154 (that is calibrated in inches of water column) to monitor the pressure change within the throttle body 157.
  • a pressure transducer 154 that is calibrated in inches of water column
  • the injector 150 is placed in front of the throttle plate 156, near or in the throttle housing 157, a pressure sensing tube 153 that is in communication with a pressure transducer 154 is place next to the injector 150.
  • injector 150 is connected to a chemical/chemical mix source (not shown) via hose 152.
  • Figure 12 shows the voltage 158 produced from the throttle position sensor (potentiometer, not shown) as the throttle plate is opening and closing, and the pressure changes 159 based on the throttle plate movement, as measured by pressure transducer 154.
  • the voltage output from the pressure transducer 154 is monitored by conventional microprocessor or electronics (as disclosed in the '606 A1 Pub., and as schematically illustrated in Figure 18 noting that it does not show the pressure transducer circuit).
  • the injector 150 is commanded on, spraying chemical/chemical mixture aerosol 151 . This, in turn, allows the mixture to be delivered into the engine.
  • the foregoing method of keeping the liquid droplets suspended can be implemented by the use of a nozzle as disclosed in the '606 A1 Pub.
  • nozzle 160 is inserted into vacuum port 162 behind throttle plate 156 and sealed to port 162 with tapered seal 161 , it sprays the chemical/chemical mixture 155 into the moving air column in throttle body 157 behind throttle plate 156.
  • the delivery of aerosol is stilled timed with the opening of throttle plate, as discussed above in connection with Figure 1 1.
  • this method of timed delivery can be implemented with the nozzle in front of the throttle plate or with the nozzle behind the throttle plate. This is because mixture impingement on the throttle plate is minimized regardless of whether the aerosol is injected in front of or behind the throttle plate. If the nozzle 150 is used in front of throttle plate 156 and only delivers chemical/chemical mixtures aerosol when the throttle plate 156 is opening, the inrushing air moves the cone shaped aerosol around the throttle plate. See Figure 1 1 . Otherwise the aerosol would directly hit a closed throttle plate, which would otherwise cause impingement. Instead, the aerosol is injected through the throttle plate opening which, in turn, reduces impingement of the droplets on the throttle plate.
  • the throttle plate When the chemical/chemical mix aerosol is injected in front of the throttle plate, the throttle plate is opened and closed between 1200 RPM and 3000 RPM.
  • the injector e.g., 150
  • the injector e.g. 150
  • the injector is commanded on for 1 .5 seconds. This allows the injector to deliver the aerosol at the high rate of volume discussed above when the throttle plate is open. This, in turn, allows the droplet mixture to be delivered when the air column (both speed and turbulence) moving into the engine is optimal.
  • the increased amount of the droplet mixture delivered from a high volume injector can stay suspended in the moving air column until it reaches the intake ports and intake valves, thereby increasing the carbon removal rate of these components.
  • the preferred method is to turn the injector (e.g., 150) on every throttle opening for eight throttle sequential openings. Then the injector is turned off for a pause period of, preferably, 30 seconds. This is to allow the exhaust components, such as but not limited to, the catalytic converter and turbocharger time to cool down. This also allows the delivered liquid droplets time to soak the carbon deposit, thus allowing enough time for such droplets to start to interact with the carbon deposit. During this injector off time an alert lamp (such as disclosed in '606 A1 , noting U[0065]) can be used to indicate to the service personal to allow the engine to idle.
  • an alert lamp such as disclosed in '606 A1 , noting U[0065]
  • an alert lamp indicates to the service personal to rev the engine between the preferred engine RPM’s of 1200 RPM and 3000 RPM.
  • the droplets are once again delivered for eight throttle openings, followed by another pause period where the injector is turned off for the preferred 30 second pause period. This cycle is repeated until the recommended chemistry volume of carbon cleaning solution is totally used.
  • the foregoing method can be used with a single chemical/chemical mixture, or with multiple mixtures such as, but not limited to, 505CR chemical A and 505CR chemical B.
  • the two chemistries will be alternated between chemical A for eight throttle openings, then the preferred 30 second pause period, and then chemical B for eight throttle openings, and another pause period for 30 seconds. This cycle will be repeated until both chemistry volumes are totally used.
  • Nozzle 163 is that of a hydraulic style designed so it can be used through an access port 162 behind the throttle plate into the interior of the induction system as illustrated in Figure 15, or be used directly in front of the throttle plate as shown in Figure 16.
  • nozzle body 164 has fluid passage 165 which connects to cross drilled passage 166. Nozzle body 164 is connected to a pressurized source of, for instance, ATS 505CR, not shown.
  • Cross drilled passage 166 allows the pressurized carbon cleaning liquid to fill cavity 167. Pressurized liquid is sealed from leakage at one end of cover 169 by O-ring 168 so that it is forced to exit through restriction 170. Restriction 170 is adjustable by threads 171 that are on nozzle body 164 and nozzle cover 169. The restriction at 170 is set up by the distance between nozzle cover 169 and nozzle body 164. As the fluid pressure drops across restriction orifice 170 a fine spray 172 (shown in Figures 15 and 16) is discharged from nozzle 163 out nozzle end 173. This spray is then directed into the engine to clean the induction system. As is evident from Figure 16, some of spray 172 will impinge on throttle plate 156.
  • FIG. 17 Yet another nozzle design is shown in Figure 17, and is the overall preferred nozzle for delivering an aerosol spray of a chemical/chemical mixture (whether one disclosed in the prior art such as B.G. Products Induction System Cleaner 21 1 , or those of the present invention) to an internal combustion engine.
  • Nozzle 174 includes cover 182, nozzle body 184, and cap 184A. The interior is divided into mixing chamber 177 and air chamber 179 by plate 181 .
  • the liquid chemical/chemical mix under pressure is force through nozzle tube 175 and exits out restriction orifices 176 into chamber 177.
  • Apparatus of delivering the liquid mix under pressure is disclosed in '606 A1 , noting Figure 4 and reservoir 4, C0 2 cartridge 8, pressure regulator 5 and pressure gauge 7.
  • compressed air or another compressed gas such as but not limited to C0 2 or N 2
  • air pressure line 178 which in turn fills air chamber 179 and is then directed through air direction holes 180 in air plate 181 and on into mixing chamber 177.
  • the air direction holes 180 direct the pressurized air, having the necessary volume and air velocity around nozzle tube 175.
  • the liquid being discharged out nozzle restriction 176 is redirected by the directional air flow.
  • This moving air flow mixes the chemical/chemical mix with the air where it forms small liquid droplets, which droplets are then forced out nozzle opening 183 in nozzle cover 182.
  • Nozzle cover 182 is threaded on to nozzle body 184 so it can be quickly changed for different hose sizes and induction system configurations. These different connection hoses can be attached to different sizes of vacuum ports or induction openings on the induction system. This allows the small liquid droplets 183A (shown in Figures 18 and 19) to be forced through a vacuum port or induction opening with velocity and volume. This can be done with the engine cranking or with the engine running. The air pressure (or gas pressure) to air line 178 can be adjusted (by, for instance, a pressure regulator, not shown) which will change the liquid droplet size to create the correct droplet size for the chemical/chemical mixture that will be used.
  • the vacuum port that will be used is one that is in a centralized location, such as the positive crankcase ventilation port or fuel purge valve port which is located behind the throttle plate and sealed to the nozzle so during an induction cleaning the engine will run well. As no sensors are removed or disconnected from the engine control system during the cleaning process no DTC will be set in the control unit for the engine. This will make it easier for the service personal to complete the cleaning procedure.
  • the air pressure will be set so that it will push the mixture through it with the requisite velocity and volume, which in turn will keep the air/chemical mixture in the form of small droplets as it exits the port. It has been determined that even if the induction port has a difficult entry or exit that the high pressure air will carry the chemical/chemical mix into the engine with a fine particle size. This will allow the chemical/chemical mix to stay suspended within the air moving into the engine. [125] Additionally the pressure on the liquid chemical/chemical mix can be changed as well. This will allow the chemical delivery volume to be increased or decreased. For example, this is very useful as it permits increasing delivery volume when cleaning an 8 cylinder engine, and decreasing the delivery volume when cleaning a 4 cylinder engine.
  • the preferred method is to turn the chemical delivery on for 2 seconds and off for 3 seconds, and then back on for 2 seconds and then off for 3 seconds.
  • This cycle is repeated for 8 pulses and then a 30 second soaking pause period is given.
  • the soak period allows the chemical/chemical mixture additional time to interact with the carbon deposits, which in turn helps with the remove of the carbon deposit.
  • This pause period also helps with controlling the exhaust components temperatures.
  • the cycle is started again. If multiple chemical/chemical mixes are used, after the pause period the next chemical/chemical mix is used. These chemical/chemical mixes will be cycled repeatedly until the recommended chemistry volume of carbon cleaning solution is totally used.
  • the overall instantaneous volumetric flow rate of chemical/chemical mix applied into an internal combustion engine while it is running is preferred to be approximately 6 - 9 gallons per hour (GPH). This is set at a steady state constant volumetric flow rate, which equates into 768 - 1 152 ounces per hour, or 12.8 - 19.2 ounces per minute. However, we have determined that if a chemical/chemical mix is applied to an engine at these rates for too long, the engine would most likely stall. Therefore the instantaneous volumetric flow rate needs to be changed to a time averaged volumetric flow rate during the chemical application. This can be accomplished in many different ways.
  • the preferred method is to introduce the chemical at the preferred instantaneous volumetric flow rate but intermittently stop and start the chemical flow, thus changing the time averaged volumetric flow rate per minute.
  • This preferred method is one where the chemical flow is turned on for 1 to 1 .5 seconds and then stopped for 3 seconds, then turned on for 1 to 1 .5 seconds, and then turned off again for 3 seconds.
  • This cycle is repeated four times and then a longer pause time where no chemical is applied for 10 seconds is added to the chemical/non-chemical delivery sequence. After this 10 second pause the on - off - on - off cycle is repeated again and then a longer pause time, where no chemical is delivered, of 20 seconds is added (e.g.
  • Another way to limit the chemical/chemical mix application would be to alternately slow and increase the instantaneous volumetric flow rate of the chemical/chemical mix without stopping the chemical flow. There are several ways in which this can be accomplished. One method would be to have a chemical source connected to a nozzle by a pressure regulating apparatus. By changing the applied chemical pressure the instantaneous volumetric flow rate could be changed without stopping the flow of the chemical.
  • a low pressure applies a low instantaneous volumetric flow rate, while a high pressure applies a high instantaneous volumetric flow rate.
  • This method could be accomplished using one or two nozzles. Using two nozzles helps keeps the droplets of chemical optimized for both applied pressures, however one nozzle could be utilized. Whether one or two nozzles are used the chemical/chemical mix would be continuously applied into the engine with the low flow rate while a burst of a high flow rate would be applied for a short period of time. Alternately, by changing the nozzle aperture or restriction the instantaneous volumetric flow rate could be changed without stopping the flow of chemical. These methods, by way of example but not limitation, would provide the same or similar results as the on off method.
  • the delivery apparatus uses electronics that are programmed to automatically run a run profile which includes a chemical/chemical mix delivery at a high flow rate greater than 3 GPH (preferably 9 GPH), a chemistry delivery at a low flow rate less than the high flow rate (preferably 0.5 GPH), a chemistry delivery at a high flow rate greater than 3 GPH, a chemistry delivery at a low flow rate less than the high flow rate, and repeating this cycle until all of the chemical/chemical mix to be applied to the induction system is consumed.
  • the chemical/chemical mix did not stop its flow into the engines induction system, but instead slowed and increased the instantaneous volumetric flow rate.
  • the preferred nozzles' available instantaneous volumetric flow rate is 9.5 GPH. That is at an overall instantaneous volumetric flow rate. However, as discuss above the flow rate is not constant, but is sequentially turned on and off. By turning the flow rate on and off this changes the overall chemical/chemical mix applied into the engine over time. This equates into a lower chemical/chemical mix delivered over time (e.g. on-off-on-off) as compared with the overall instantaneous volumetric flow rate delivered over time (e.g. continuous). Thus, the time averaged gallons per hour that are delivered into the engine will be far less than the total available instantaneous volumetric flow rate of 9.5 GPH.
  • the preferred time averaged chemical flow rate that is put into the engine is approximately 1.0 - 4 GPH. It has been determined through testing with cameras inside the induction system while the engine is running that when a burst (a high instantaneous volumetric flow rate for a finite time period) of chemical is applied the chemical has a greater propensity to be carried by the air flow into the intake valve pocket area where it can remove carbon deposits. This chemical burst puts so much chemical into the engine at once that the entire air column moving through the engine is filled with chemical droplets. This enables the chemical to be carried and very evenly distributed throughout the induction system. Additionally since the time averaged volumetric flow rate is sufficiently low the engine will continue to run without stalling.
  • This burst technology permits the removal of more carbon via a high instantaneous volumetric chemical flow rate applied during the carbon removal procedure to enhance liquid delivery and droplet distribution throughout the induction system while enabling the engine to continue to run relative well without stalling.
  • the burst technology method is superior to prior art for removing carbon from the internal combustion engine.
  • the instantaneous volumetric flow rate can also be lower than the preferred 6 - 9 GPH while still removing more carbon than the industry standard instantaneous volumetric flow rate of 1 to 1.5 GPH. For example, through testing it has been determined that doubling the industry standard so that the instantaneous volumetric flow rate is 3 GPH will increase the carbon removal rate. Additionally, if the chemical/chemical mixture is engineered to burn well within the combustion chamber the engine can run well. These volumetric flow rates are given for the automotive style engine, (e.g. approximate liter size range of 1 .0 to 6.5). If larger liter size engine are to be cleaned the instantaneous volumetric flow rate will be increased.
  • volumetric flow rates into the engine will change based on the chemical/chemical mix that will be used. With some chemical/chemical mixes the volumetric flow rate into the engine can be higher, and with some chemical/chemical mixes the volumetric flow rate into the engine must be lower. This is based on how well the chemical/chemical mix combusts and burns within the combustion chamber. In order to best utilize the burst method the chemical/chemical mix should be designed to combust efficiently under normal engine operating conditions so that high volumetric chemical flow rates can be used. If the chemical/chemical mix is not very combustible the engine will run poorly and/or most likely stall.
  • the preferred method to set the time averaged volumetric flow rates based on the number of cylinders that the engine has is using a 3 position electric switch.
  • the electronics of the chemical delivery apparatus monitor the switch position and will change the volumetric flow rate into the engine based on the number of cylinders that the service personal sets the switch to.
  • the preferred method is to indicate the number of cylinders next to the switch such as; 3-4 cylinders, 5-6 cylinders, 8-10 cylinders.
  • the time averaged volumetric flow rate delivered into the engine will change as well. The more cylinders the engine has the more chemical should be delivered. Since the volumetric flow rate is applied to a central location in the induction system, the chemical/chemical mix is divided by the number of cylinders.
  • the nozzle flow rate, the applied pressure, and the solenoid on time will set the chemical instantaneous volumetric flow rate into the engine. However, any one of these could be used to change the instantaneous volumetric flow rate.
  • the preferred method is to change the solenoid on time.
  • the third chemical mix is a different chemical mix from the first chemical/chemical mix and the second chemical/chemical mix. This allows the third chemical mix to be formulated specifically so that it removes the carbon that is left from the first chemical/chemical mix and the second chemical/chemical mix, thus producing greater total carbon removal.
  • liquid chemicals have the ability to turn to vapor and the tendency to do so increases with, among other things, increased temperature, if the starting temperature of the liquid is lower it may remain liquid for a longer time period in the running engine, for example, particularly in a hot engine (180F to 230F) and/or a hot ambient day (60F to 1 15F). It has been determined through testing that if the chemical/chemical mix is cooled there will be more liquid chemical delivered to the carbon deposits.
  • the preferred method is to cool the chemical/chemical mix to approximately 30F to 40F prior to use.
  • the preferred method of cooling is refrigeration though other methods such as ice or dry ice may also be used.
  • the discharge spray 183A will comprise a large air volume with a fine or small particle size of liquid chemical droplets suspended within it. This creates an air/mixture where the droplets stay suspended in the air flowing into the engine. As the air/chemical mixture moves through the induction system the chemical droplets will impact on the induction system walls at different locations. The air moving through the induction system will push these droplets along the intake walls where they will combine with other small chemical droplets. Thus, these droplets become bigger as they are moved along the inside of the intake by the moving air flow. If carbon is present the droplets soak the carbon deposits that are attached to the intake walls.
  • Nozzle 174 can be used in front of the throttle plate as shown in Figure 18, or behind the throttle plate as shown in Figure 19. If used in front the preferred method is to inject the chemical mixture when the throttle plate is opening as previously discussed. In either position, in front of or behind the throttle plate, the air velocity and air volume keeps the chemical droplets suspended in the engines air flow.
  • nozzle 174 behind the throttle plate so the throttle plate cannot restrict the air/chemical droplet flow from nozzle opening 183. It has been observed that when nozzle 174 is used behind the throttle, as shown in Figure 19, that the injected mix has the best opportunity to have the droplets evenly distributed to all cylinders within the engine. It was also observed that when nozzle 174 is used in this configuration, chemical/chemical mixture droplets could be consistently delivered to the intake valve pocket even on difficult scroll style induction systems, including hard areas to reach such as the top port area above the intake valve.
  • the mixture acts as a fuel, which when mixed with the pressurized air creates a combustible mixture that burns within the cylinders. This insures the carbon that was removed during the cleaning process will be burned within the combustion chamber. Additionally, the mixture being combustible allows the engine to rev (increases crankshaft rotational speed) without opening the throttle. This increase of engine RPM helps the engine to pump more air, thus increasing the volume of air moving through the engine. This, in turn, helps to limit the chemical from puddling in the induction system even when a throttle stick is used.
  • nozzle design can also be one such, as shown in Figure 20.
  • nozzle 191 the liquid chemical/chemical mix is pulled up through tube 185A out of the chemical reservoir (not shown) by a pressure differential.
  • This pressure differential is created by compressed air flow, or pressurized gas flow (e.g., C0 2 ), entering port 186 and moving down nozzle body 187.
  • compressed air flow which has both high velocity and high volume, is accelerated in nozzle body 187 as it moves through Venturi 188.
  • Venturi effect is the reduction in fluid pressure that results when a fluid flows through a constricted section (or choke) of a pipe thus creating a low pressure area.
  • This low pressure sucks the liquid chemical/chemical mix from the chemical reservoir (not shown) through tube 189 into Venturi 188, where it is then mixed with the compressed air in nozzle body 187 and then discharged out nozzle outlet 190.
  • the discharge rates from nozzles 174 and 185 are much higher than obtainable from a basic hydraulic nozzle (e.g., oil burn nozzle 150) in that the compressed air supplies the nozzle (174, 185) with a linear velocity where the volumetric flow rate from the compressed air accelerates the liquid chemical droplets. The droplets are then suspended within the high volumetric flow rate of the compressed air in the format of very fine liquid droplets.
  • the discharge rate of these compressed air based discharge nozzles (174 and 185) is high when compared to the traditional oil burner nozzle, or a hydraulic nozzle, that has been used in the automotive carbon cleaning industry for decades. When using the hydraulic based nozzle the liquid volume can be increased which, in turn, can create a higher discharge rate.
  • nozzle direction tip 192 can be used as shown in Figure 21 .
  • Nozzle tip 192 connects to nozzle 174 (shown) or nozzle 185 (not shown) with hose 193 so that nozzle direction tip 192 directs the chemical mixture directly at opening 197 which is between throttle plate 156 and throttle body 157.
  • the throttle is opened so that the RPM of the engine is increased to 2000-3000.
  • the area between the throttle plate 156 and throttle body 157 and space 197 are enlarged. This larger area allows the mixture to be forced through space 197 with the necessary velocity and volume to produce droplets 198 and keep them in suspension. Since the chemical/chemical mixture is directed at opening 197 less chemical will impinge on throttle plate 156 and throttle body 157.
  • This method can be used with the throttle at a steady state (throttle stick) or with the preferred opening and closing the throttle as discussed above.
  • the RPM will be varied between 1200 and 3000.
  • Nozzle tip 192 has a slight curve 195 at nozzle opening 196. This curve matches (or, at least, approximates) the throttle body curve so that the nozzle can lay against the throttle body housing closely. This also allows the shape of nozzle opening 196 to match (or, at least, approximate) the shape of opening 197, which allows the chemicals to be discharged directly at opening 197 and minimize impingement on throttle plate 156.
  • the air assist nozzle 174 or 191
  • the nozzle tip 192 directs the force that the air assist gives such chemical/mixture accelerating such chemical with velocity and volume. As previously discussed, this air flow will also permit the engine to rev without opening the throttle plate.
  • the gasoline used was regular Chevron gasoline (88 octane rating) at a 90% concentration, with the added chemical at a concentration at 10%.
  • five different carbon types were used to test various chemicals at a 2% concentration in a 98% concentration of regular Chevron gasoline (88 octane rating from the same pump as used in the testing on which Figure 23 is based).
  • all carbon was from the same engine with all other variables equal.
  • Gumout Expert fuel tank additive“Regane” was chosen to test as it contains PEAs which are extensively used in gasoline bases for maintaining valve cleanliness. (Additional testing of Gumout products is discussed below in connection with Figure 5A.) As can be seen in Figures 23 and 24 we determined that the following chemicals worked well in gasoline to remove carbon deposits: 2-EHN; NP; ISN; TBP; DTBP; THN; DIP; OCT; DHN; DTAP; DTPB; and TBPB.
  • Figure 5A also illustrates Applicants' testing with regard to how well the commercially available "Fuel Tank” additives worked to remove carbon deposits.
  • the carbon used is the same as used for the induction cleaning tests (i.e. , all carbon is from the induction system of the same Audi turbocharged direct injection engine used for the induction cleaning tests illustrated in Figures 5A and 5B, with all variables for testing equal).
  • These fuel tank additives were mixed to the manufacturer’s recommendation for volumetric volumes of gasoline to additive. The problem with all fuel additives is that when they are mixed into the fuel stock for the engine they will become highly diluted, thus making them less effective to remove heavy carbon deposits in most cases. If the chemicals match the particular carbon type extremely well heavy carbon deposits can be removed.
  • gasoline chemistry base can remove carbon deposits where it contacts such carbon deposits, such as directly around the intake valve pocket area on a GPI engine.
  • no gasoline or chemical tank additive is delivered anywhere else within the induction system. This becomes a problem with heavy carbon build up that occurs within the induction system anywhere other than that carbon that is directly around the intake valve pocket area.
  • a liquid base provides a medium for the carbon to dissolve into and then be washed away.
  • gasoline additives that are added to fuel tanks are primarily effective at keeping the carbon from forming on the intake valve and around the intake valve pocket area, and not to remove carbon throughout the induction system.
  • Another problem for these fuel additives is that in direct injection engines (GDI and DDI) the fuel with the additive is sprayed directly into the hot cylinder. In this case the intake cannot be cleaned as the product is only in the combustion chamber and not in induction system.
  • HTG High Temperature Gasoline
  • This HTG mix can be applied by the apparatus described above and as disclosed in the ⁇ 16 Application.
  • the formula of some of Applicants' HTG based mixes, as well as the effectiveness of such mixes on previously described induction carbon (e.g., BMW GDI) is set forth in Figure 25.
  • Figure 25 there is also a chart that shows a basic blend guide to produce a high temperature gasoline. With an HTG mix the HTG gasoline does not vaporize at the engine running temperatures.
  • Terpenes are a group of chemicals that work extremely well across many different carbon types produced within internal combustion engines. Some of these terpenes do not exhibit some of the problems that prior chemicals tested have shown, namely low carbon removal rates on just a few of the carbons types. This can be seen in Figure 26, which shows a comparison with THN (which is one of the best chemicals that we have previously tested), the terpenes have a more consistent carbon removal yield rates across all the carbons types that were tested. These yield rates from a single chemical are higher than most blends that have previously been tested. It may seem like just a 5% increase of carbon removal is a small amount. However we have determined through years of testing that 5% additional removed carbon is very hard to obtain.
  • turpentine also called spirit of turpentine, oil of turpentine, wood turpentine and colloquially turps
  • turpentine also called spirit of turpentine, oil of turpentine, wood turpentine and colloquially turps
  • Terpenes have been identified and determined, through our research and testing, to be extremely effective at removing the carbon that is produced within internal combustion engines. Due to the price concerns with regard to some terpenes, we have determined which chemicals can be used in current economic conditions. It will be important to understand that other chemicals in the terpene family can also be used for the removal of carbon from the internal combustion engine (e.g.
  • (+)-beta-pinene, longifolene The terpenes that we considered to be economic at the time of this filing are; oil of turpentine (TPT), y- terpinene (y-T), p-cymene (p-C), terpinolene (TO), alpha-pinene (A-p), (-)-beta-pinene (b-p), camphene (ch), and 3-carene (3-c).
  • TPT oil of turpentine
  • y-T y- terpinene
  • p-C p-cymene
  • TO terpinolene
  • alpha-pinene A-p
  • camphene (ch) camphene
  • 3-carene 3-carene
  • Turpentine oil is used as medicine and can be applied to the skin for joint pain, muscle pain, nerve pain, and toothaches.
  • Turpentine is a thin, volatile, essential oil, which is distilled from the resin of certain pine and other trees. It is used familiarly as a paint thinner and solvent, additionally it is used as furniture wax. With turpentine and terpenes being so readily available for so long, it was surprising to us that no one had previously made any connection that these chemicals would work at all to remove the multiple carbon types from the internal combustion engine, let alone remove the carbon as well as our testing has demonstrated.
  • Turpentine, terpenes, and the chemicals that are derived from tree resins have been determined through our testing to work better than any other chemical tested so far for the removal of carbon from the internal combustion engine.
  • These terpenes and turpene mixtures remove carbon from the engine and can be applied directly into the induction system, combustion chamber, or exhaust system of the internal combustion engine. Additionally they can be used as an additive which is added to the fuel (e.g. gasoline, E85, diesel), either by a manufacture of the fuel, or that which is poured directly in to the fuel system of the vehicle.
  • the fuel e.g. gasoline, E85, diesel
  • terpenes which work well across many different carbon types. These terpenes are limonenes, namely; R-(+)-limonene and S-(-)-limonene. When these two limonenes are mixed together DL-limonene (also called dipentene (DIP)) is produced, which has been previously discussed above.
  • DIP dipentene
  • This preferred mixture is made up of; 30% turpentine (TPT), 30% dodecane (DOD), 15% y-terpinene (y-T), 15% p-cymene (p-C), and 10% tert-butyl peracetate (TBP).
  • TPT turpentine
  • DOD dodecane
  • y-T y-terpinene
  • p-C p-cymene
  • TBP tert-butyl peracetate
  • Motor oil, engine oil, or engine lubricants are any of various substances comprising base oils enhanced with additives, particularly anti-wear additives, detergents, dispersants, and for multi-grade oils viscosity modifiers. These oils are used for the lubrication of the internal combustion engine.
  • the internal combustion engine has small clearances for oil to minimize the friction and allow smooth movement of engine components. New engines have much tighter component clearances such as bearing ranges from .0005"-.0015". The closer the tolerance is to the .0005" mark, the more the oil base will be required to be thinner with good lubricity.
  • the engine bearings will need to be protected by the motor oil because the load put on the engine bearings is quite high.
  • the detergents and dispersants are used to help keep the engine clean by minimizing sludge buildup.
  • Sludge is where the combustion by-products that have entered the oil base saturate this oil base, thus forming a thick carbon rich substance. This sludge is not wanted within the engine.
  • Sludge and or carbon deposits in the motor oil cause problems such as; sticking piston rings, sticking lifters, sticking camshaft phasers, sticking oil control valves, sticking timing chain tensioner, restricted oil screens (e.g. oil pump pick up) and this is just to name a few of the problems. Terpenes have been found through testing to remove these deposits.
  • terpenes can be used to remove similar types of deposits in other systems such as but not limited to; transmission fluid, gear oil, power steering fluid, and differential fluid.
  • the terpenes and terpene mixes have be determined to remove deposits and varnishes from such systems.
  • Turpentine is a thin, volatile, essential oil, which is distilled from the resin of certain pine and other trees. Since turpentine is an oil based product it can be put in to the motor oil without harming the engine.
  • Oil of Turpentine TPT
  • y-T gamma terpinene
  • p-C Para cymene
  • DOD dodecane
  • TMP 2,2,4- trimethylpentane
  • TPN tetrahydronaphthalene
  • these terpenes and mixes will not cause additional wear of engine components. Thus these chemicals have been proven not to be harmful to the internal combustion engine.
  • Terpenes, terpene mixes, THN, and or THN mixes can free piston rings so that the ring can seal properly. With proper combustion chamber sealing the blow-by will decrease thus lowering the amount of motor oil carried into the induction system. Additionally the oil consumed by the engine will drop considerably.
  • Camshaft lifters, camshaft phasers, hydraulic control valves, just to name a few, can be cleaned so that they no long create problems. These terpenes have been found through testing, to work well to remove carbon deposits and sludge deposit from the lubricated internal combustion engine components, while not creating any lubricating problems for the engine.
  • These terpenes, terpene mixes, and mixes could be added to the motor oil base with a pour in, or be added to the motor oil by the petroleum companies, oil blenders, and or manufactures.
  • the mixtures of the present invention may include chemical stabilizers whose primary purpose is to add to the shelf life by reducing the rate of decomposition of the free radical generating chemicals that may be in the mixture.
  • chemical stabilizers may be found in US 6,893,584 (also published as W02004096762) and US 6,992,225.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Lubrication Details And Ventilation Of Internal Combustion Engines (AREA)

Abstract

La présente invention concerne l'accumulation de dépôts de carbone dans un moteur à combustion interne, ou plus spécifiquement l'élimination dudit carbone du système d'induction, de la chambre de combustion et du système d'échappement. Le procédé est un procédé dans lequel un débit volumétrique élevé de produit chimique/mélange de produits chimiques est utilisé pour éliminer une plus grande quantité de carbone du moteur. Ces débits de produit chimique/mélange de produits chimiques préférés sont de 6 à 9 gallons par heure, ce qui est d'environ 9 fois le débit volumétrique de la norme industrielle de 1 gallon par heure.
EP19850539.8A 2018-08-14 2019-08-12 Débits de produit chimique pour éliminer les dépôts de carbone de moteur à combustion interne Pending EP3837059A4 (fr)

Applications Claiming Priority (2)

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US16/103,726 US11193419B2 (en) 2014-10-08 2018-08-14 Chemical delivery rates to remove carbon deposits from the internal combustion engine
PCT/US2019/046160 WO2020036870A1 (fr) 2018-08-14 2019-08-12 Débits de produit chimique pour éliminer les dépôts de carbone de moteur à combustion interne

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JPS56135730A (en) * 1980-03-27 1981-10-23 Nissan Motor Co Ltd Controlling device for rotational number of internal combustion engine
US6192901B1 (en) * 1998-12-10 2001-02-27 Motorvac Technologies, Inc. Air intake cleaner system
US6178925B1 (en) * 1999-09-29 2001-01-30 Advanced Technology Materials, Inc. Burst pulse cleaning method and apparatus for liquid delivery system
US20030015554A1 (en) * 2000-12-07 2003-01-23 Gatzke Kenneth G. Mehtod of cleaning an internal combustion engine using an engine cleaner composition and fluid-dispensing device for use in said method
US6651604B2 (en) * 2002-01-23 2003-11-25 Chevron Oronite Company Llc Delivery device for removing interior engine deposits in a reciprocating internal combustion engine
US20080060680A1 (en) * 2006-09-11 2008-03-13 Esterline Olen C Bulk supply apparatus and method for cleaning a combustion engine system
US10669932B2 (en) * 2014-10-08 2020-06-02 Ats Chemical, Llc Dual chemical induction cleaning method and apparatus for chemical delivery
US20160215690A1 (en) * 2014-10-08 2016-07-28 Bernie C. Thompson Dual chemical induction cleaning method and apparatus for chemical delivery

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