WO2017148666A1

WO2017148666A1 - A fluid induction device for an engine of a vehicle

Info

Publication number: WO2017148666A1
Application number: PCT/EP2017/052694
Authority: WO
Inventors: Ramachandra PRADEEP
Original assignee: Robert Bosch Gmbh; Bosch Limited
Priority date: 2016-02-29
Filing date: 2017-02-08
Publication date: 2017-09-08

Abstract

The various embodiments herein provide a fluid induction device 100 comprising a primary tube 104 with a neck portion 122,having a cross-sectional area lesser than that of an inlet 102 and an outlet 108 of the primary tube 104. A secondary tube 106 is coaxially affixed around the outer surface of the primary tube 104 forming an annular chamber 112. Further, at least one orifice 116 is provided on the secondary tube 106 to allow flow of a secondary fluid 118 into the annular chamber 112 from a fluid source. Still further, at least one orifice 114 is provided on the primary tube 104 around the neck portion 122 to induce/draw the secondary fluid 118 from the annular chamber 112 into the primary tube 104 due to venturi effect caused by flow of a primary fluid 120 from the inlet 102 to the outlet 108.

Description

Title

A FLUID INDUCTION DEVICE FOR AN ENGINE OF A VEHICLE Field of the invention:

The present disclosure relates to a fluid induction device, and particularly relates to an air induction device for an engine of a vehicle.

Background of the invention:

A US patent application US20050155819 discloses an anti-reversion apparatus. An anti -reversionary device for installation into the intake or the exhaust of an internal combustion engine comprises an inner pipe substantially centralized in the conduit. A plurality of ports are formed in an annular wall extending between the inner pipe and the conduit. Slower boundary layer gas flow adjacent the conduit is directed through the ports, and accelerated to join the faster gas flow passing through the inner pipe. The annular wall is angled downstream from the inner pipe to the conduit with the ports forming gas flow directing passages angled radially inwardly. The inner pipe and annular wall are supported in a cylindrical housing forming a unitary body fit to the conduit. One or more devices can be installed in the conduit.

Brief description of the accompanying drawings:

An embodiment of the disclosure is described with reference to the following accompanying drawings, Fig. 1 illustrates a fluid induction device, according to an embodiment of the present disclosure;

Fig. 2 illustrates the fluid induction device inserted in the intake system of the engine, according to an embodiment of the present disclosure;

Fig. 3 illustrates the fluid induction device coupled with a pressurizing device, according to an embodiment of the present disclosure;

Fig. 4 illustrates a perspective view of a cut section of the fluid induction device, according to an embodiment of the present disclosure;

Fig. 5 illustrates a block diagram of a controller to operate the fluid induction device, according to an embodiment of the present disclosure, and

Fig. 6 illustrates a power-torque characteristics of an engine with and without the fluid induction device, according to an embodiment of the present disclosure.

Detailed description of the embodiments:

Fig. 1 illustrates a fluid induction device, according to an embodiment of the present disclosure. The fluid induction device 100 is provided for an engine of a vehicle. The device 100 comprises a primary tube 104 and a secondary tube 106. In the primary tube 104 a primary fluid (120) flows from an inlet 102 to an outlet 108. The primary tube 104 further comprises a neck portion 122 having a cross section area lesser than that of an inlet 102 and an outlet 108 of the primary tube 104. The secondary tube 106 is coaxially affixed around the primary tube 104 forming an annular chamber 112 with an outer surface of the primary tube 104. The annular chamber 112 is formed by the inner surface/ wall of the secondary tube 106 and the outer surface/ wall of the primary tube 104. Further, at least one orifice 116 is provided on the secondary tube 106 to allow flow of a secondary fluid 118 into the annular chamber 112 from a fluid source (not shown). Still further, at least one orifice 114 is provided on the primary tube 104 around the neck portion 122 to induce/draw the secondary fluid 118 from the annular chamber 112 into the primary tube 104 due to venturi effect caused by flow of the primary fluid 120 from the inlet 102 to the outlet 108 of the primary tube 104.

The neck portion 122 is that area of the device 100 where the primary tube 104 narrows down and provides constricted space to the inflow of the primary fluid 120 or to the incoming primary fluid 120 from the inlet 102. The neck portion 122 is designed/ formed by gradual decrease of the cross-section area of the inner surface of the primary tube 104 from the inlet 102 to a predetermined dimension and then gradual increase of the cross sectional area towards the outlet 108. The size or the cross sectional area of the inlet 102 and the outlet 108 are same. In alternate embodiment, the size of the inlet 102 and the outlet 108 are different. The primary tube 104 is designed with an aerofoil shape inner surface.

When the primary fluid 120 flows through the inlet 102 of the device 100, the neck portion 122 provides a reduced or narrower passage or path to the flow. Now, based on the venturi principle, the pressure and speed of the primary fluid 120 is increased at the outlet 108 due to the neck portion 122. The fluid flow is increased considerably due to the aerofoil type design of the device 100, which increases the velocity and pressure of the primary fluid 120. Thus, an accelerated or increased flow of the primary fluid 120 for the engine is provided, which also increases the quantity of the primary fluid 120 being supplied. The primary fluid 120 at low pressure and volume is delivered with increased volume and speed/velocity as shown by the crowded arrows at the outlet 108.

In accordance to another embodiment of the present disclosure, the neck portion 122 is provided at an intermediate location between the inlet 102 and the outlet 108 of the device 100. In specific, the neck portion 122 is provided towards the front end or the inlet 102 of the device 100. In alternate embodiment, the neck portion 122 is provided in between the inlet 102 and the outlet 108 of the device 100.

Further, the at least one orifice 114 of the primary tube 104 is distributed around the neck portion 122 of the primary tube 104. Still further, the at least one orifice 114 is provided with ridge 404 (shown in Fig. 4) protruding out of the outer surface of the primary tube 104. The ridge 404 facilitates the smooth inflow of the secondary fluid 118 into the primary tube 104, without any turbulence.

The inner surface of the primary tube 104 is provided/designed in the aerofoil shape which increases the flow of the primary fluid 120 through the primary tube 104. The increased flow of the primary fluid 120 is further accelerated by the influence of fluid curtain 110 formed by the secondary fluid 118 induced from the at least one orifice 116.

The device 100 is provided/inserted in at least one position selected from a group comprising but not limited to, between a fluid filter 202 and a throttle valve of the throttle body 204, between the throttle body 204 and an engine head, and in exhaust path of the engine. Alternatively, the device 100 is provided as an integral part of the throttle body 204 and/ or the carburetor.

In accordance to yet another embodiment of the present disclosure, the primary fluid 120 and the secondary fluid 118 are same. Alternatively, the primary fluid 120 and the secondary fluid 118 are different from each other. Alternatively, each of the primary fluid

120 and the secondary fluid 118 are mixture of two or more fluids.

The fluid comprising the primary fluid 120 and the secondary fluid 118 are selected from a group comprising air, fuel, air-fuel mixture, Diesel Exhaust Fluid (DEF), Compressed Natural Gas (CNG), combustible fluid, oil such as engine oil and the like. The fuel is further selected from a group comprising gasoline, diesel, flexi-fuel and the like.

In accordance to yet another embodiment of the present disclosure, at least two of the fluid induction device 100 are connected in series in at least one selected from a group comprising, the intake system 222 of the engine and an exhaust path of the engine.

In accordance to yet another embodiment of the present disclosure, the fluid induction device 100 provides creation or formation of a fluid curtain 110 along the inner surface/ wall of the primary tube 104. The curtain 110 is formed by the induced secondary fluid 118 causing further accelerated induction/flow of the primary fluid 120. The aerofoil design of the primary tube 104 creates low pressure of the primary fluid 120 at the tip of the at least one orifice 114. The secondary fluid 118 at an ambient pressure or at a higher pressure from the pressurizing device 302 meets the flow of the primary fluid 120 inside the primary tube 104. The low pressure at the tip causes suction of the secondary fluid 118 and hence increases the fluid flow velocity around the inner surface of the primary tube 104. In yet another embodiment, apart from the fluid curtain 110 reducing the surface friction to the flow of primary fluid 120 in the intake system 222, the fluid curtain 110 also reduces the wall wetting in case of a port fuel injection system.

The fluid curtain 110 formed by the secondary fluid 118 is due to the application of at least one selected from a group comprising a simple blower, output from a supercharger, output from a turbocharger, a pump driven from the manifold pressure, and by the pressure difference in the intake manifold. In accordance to yet another embodiment of the present disclosure, the primary tube

104 is a hollow tube with a plane surface. The inner diameter of the primary tube 104 is gradually reduced from the inlet 102 towards the neck portion 122, and followed by gradual increase of the diameter towards the outlet 108. The reduction of diameter from the inlet 102 to the neck portion 122 is sharp as compared to the increase of the diameter from the neck portion 122 to the outlet 108, in order to provide the aerofoil type inner surface. Alternatively, the primary tube 104 is a hollow tube with an irregular surface. The device 100 is adapted for the engine having at least one selected from a group comprising a carburetor based fuel injection and an electronic fuel injection.

The annular chamber 112 is in fluid communication with at least one fluid source through the at least one orifice 116 of the secondary tube 106. The fluid source is selected from a group comprising an atmosphere, a fuel tank 208, a region before the inlet 102 of the primary tube 104, Diesel Exhaust Fluid (DEF) tank, an oil tank, an air tank (compressed or uncompressed) and the like. The region before the inlet 102 signifies a bypass path from said inlet 102 to said at least one primary orifice 114. A portion of the inlet fluid is bypassed into the annular chamber by a bypass line/tube. The bypass path is further controllable through a valve. The secondary fluid 118 is supplied to the annular chamber 112 at a high pressure by using a pressuring device 302 as shown in Fig. 3.

In accordance to yet another embodiment of the present disclosure, the at least one orifice 114 of the primary tube 104 and the at least one orifice 116 of the secondary tube 106 is provided with at least one valve selected from a group comprising a solenoid valve, mechanical valve, and the like. The valve provides controlled flow of the secondary fluid

118. The valve is either controlled electronically through the controller 224 or mechanically. Further, the valve is adapted to open and close an orifice directly or indirectly. The indirect means comprises opening and closing the orifice by a flap, an extended pin, rod and the like. In accordance to yet another embodiment of the present disclosure, a fluid induction device 100 is inserted/ installed within the existing fluid flow tubes or conduits (Example: air intake path), in such a manner that the internal wall or surface of the existing fluid flow tubes, forms the at least one secondary tube 106. The at least one secondary orifice 116 is provided on the existing fluid flow tubes. The device 100 is installed with leakage proof with respect to the existing fluid flow tubes. The existing fluid flow tubes comprises but not limited to air intake system 222, air intake path, exhaust path and the like. The device 100 is also allowed to be retrofitted and is further replaceable when needed. The fluid induction device 100 is used in at least one of a throttle body 204, air intake system, a fluid filter, an engine head, and in exhaust path of the engine.

Fig. 2 illustrates the fluid induction device inserted in the intake system of the engine, according to an embodiment of the present disclosure. An engine comprising intake path, exhaust path, a cylinder 216, a spark plug, a fuel injector 206 is shown. The fuel injector 206 is in connection with a Fuel Supply Module (FSM) 210. The FSM 210 is located in a fuel tank 208. The engine is also provided with different sensors such as speed sensor 220, temperature sensor 218, oxygen/ lambda sensor 212 and the like for optimal operation of the engine. The above structure and components is described for a gasoline engine to clearly explain the application of the device 100. The device 100 is equally applicable for a diesel or other fuel engine.

In accordance to an embodiment of the present disclosure, the fluid induction device 100 is provided as air induction device. The device 100 is inserted/provided in the air intake system 222 or path/ conduit of the engine. More specifically the device 100 is inserted/provided after an air filter 202 but before a throttle body 204. In accordance to an embodiment of the present disclosure, a bypass path (not shown) is provided which connects the region after the air filter 202 to the at least one orifice 116 of the secondary tube 106. Alternatively, a separate air filter is connected to the at least one orifice 116 of the secondary tube 106. Now, during the suction stroke of the engine and due to the natural aspiration, the air is sucked/ pulled in through the air filter 202. The filtered air flows through the inlet 102 of the device 100 and is the primary fluid 120. The filtered air also flows through the at least one orifice 116 through either the bypass path or an independent/ separate and dedicated air filter, and is referred to as secondary fluid 118. As the air flows through the inlet 102, due to venturi effect, the velocity of the air increases post the neck portion 122. The increased flow causes a suction of the air present in the annular chamber 112 of the device 100. The air from the annular chamber 112 is induced inside the primary tube 104 and flows close/ near to the inner surface of the primary tube 104. The induced air forms an air curtain 110 or layer which further accelerates the induction or inflow of the air flowing from the inlet 102 to the outlet 108. The formation of the air curtain 110 minimizes the friction experienced by the air entering from the inlet 102. The accelerated air and thus increased quantity of air is supplied to the engine cylinder 216, and hence increases the volumetric efficiency of the engine for greater/ increased output. A controller or Engine/ Electronic Control Unit (ECU) 224 is provided to control the operation of the engine based on the requirement as calibrated. The ECU 224 take inputs from the different sensors and controls the different components as described above to achieve the desired output.

In accordance to another embodiment of the present disclosure, the fluid induction device 100 is used as a carburetor which provides increased quantity/ volume of air to the engine along with suction of fuel suppled to the annular chamber 112. In accordance to another embodiment, the fluid induction device 100 is placed between the air filter and the carburetor to provide the increased quantity/ volume of air which will be then compensated by additional fuel from the carburetor. In another embodiment, the device 100 is inserted between the throttle body 204 and a fuel injector 206 or engine head located in the intake manifold of the engine. The device 100 is provided as a replacement of the carburetor.

In accordance to yet another embodiment of the present disclosure, the fluid induction device 100 is inserted or installed or provided in the exhaust path of the engine. The exhaust gases which comprises unburnt hydrocarbons, carbon monoxides and other harmful gases, is passed through the device 100. The exhaust gas is the primary fluid 120 that induces the secondary fluid 118 such as a Diesel Exhaust Fluid (DEF) or fresh air, or filtered air for preprocessing the exhaust gas. The preprocessed exhaust gas is then conventionally treated with an exhaust gas after-treatment system 214. At least one device 100 is installed in the exhaust path of the engine. This must not be understood in limiting sense and hence is applicable for other applications as well.

In accordance to yet another embodiment of the present disclosure, the fluid induction device 100 is provided as a supercharger without any moving parts. In the case of the fluid being air, the fluid induction device 100 is used as an air supercharger. In contrast to a conventional supercharger which comprises gears, vanes, blades or piston movement and other components to generate air pressure to increase the air velocity, the device 100 disclosed herein provides the same function but without any of the components. The device 100 increases the air pressure by the aerodynamic design and supported by the pressure difference across the aerodynamic shape.

Fig. 3 illustrates the fluid induction device coupled with a pressurizing device, according to an embodiment of the present disclosure. The pressurizing device 302 is a pump or a blower or a supercharger or a turbocharger which supplies the secondary fluid 118 at a pressure higher than ambient pressure or equal to the ambient pressure. The pressurizing device 302 increases the fluid velocity and pressure. The pressurizing device 302 causes forced induction of the secondary fluid 118 into the primary tube 104. In accordance to an embodiment, the pressurizing device 302 is connected in the bypass path, where the bypass path is from the inlet 102 of the device 100 to the at least one orifice 116 of the secondary tube 106. Alternatively, the pressurizing device 302 is connected between a dedicated fluid filter and the at least one orifice 116 of the secondary tube 106. Further, in yet another embodiment, the device 100 in combination with the pressurizing device 302 is provided for the intake system 222 of the engine or the exhaust path of the engine.

The device 100 operates due to the low pressure in the intake system 222 or the pressure difference created across the intake system 222 and the fluid filter 202 or with the assistance from the pressurizing device 302 such as air blower. The fluid curtain 110 is created around the inner circumference of the primary tube 104, which enables the smooth movement of the primary fluid 120. Similarly, the device 100 operates in the exhaust path of the engine.

Fig. 4 illustrates a perspective view of a cut section of the fluid induction device, according to an embodiment of the present disclosure. The device 100 is designed to retrofit with the existing air intake system 222 of a vehicle. The device 100 is applicable for a two-wheeler such as motorcycle, scooter, hybrid vehicles, three-wheelers such as Auto rickshaws, four wheelers, and the like. The device 100 is shown with two orifice 116 for the secondary tube 106 for clarity, the same must not understood in the limiting sense.

Fig. 5 illustrates a block diagram of a controller to operate the fluid induction device, according to an embodiment of the present disclosure. In accordance to another embodiment of the present disclosure, a controller 224 to control the operation of a fluid induction device 100 is provided. The fluid induction device 100 is used in a vehicle, comprises a primary tube 104 carrying a flow of a primary fluid and having at least one primary orifice 114. A secondary tube 106 connected to the primary tube 104 and having at least one secondary orifice 116. A valve 504 is provided in at least one of the at least one primary orifice 114 and the at least one secondary orifice 116. The controller 224 is adapted to receive a value or measure at least one engine operating parameter 502, and operate the valve 504 based on the at least one engine operating parameter 502.

A control signal is sent to the valve 504 of the fluid induction device 100. The at least one of the at least one primary orifice 114 and the at least one secondary orifice 116 is opened and closed corresponding to the control signal. A sensing/ measuring means corresponding to at least one engine operating parameter 502 is used. Alternatively, a value for at least one engine operating parameter 502 is estimated by the controller 224. Further, a dedicated controller 224 for the fluid induction device 100 is provided or an existing controller 224 of the vehicle is configured/adapted to control the fluid induction device 100.

The at least one engine operating parameter 502 is selected from a group comprising an engine speed, an engine load, a vehicle speed, a throttle valve position, a brake pedal position, a manifold air pressure, air mass flow, a temperature, a clutch input, a gear input, an oxygen content from lambda/oxygen sensor and the like.

A method to control the fluid induction device 100 is also provided. The method comprises the steps: first step comprises receiving/measuring at least one engine operating parameter 502. A second step comprises operating the valve based on the at least one engine operating parameter.

Fig. 6 illustrates a power-torque characteristics of an engine with and without the fluid induction device, according to an embodiment of the present disclosure. The controller 224 as described in Fig. 5 is operated in a way that engine is always operated in best output or efficiency mode. By controlling the open and close position of the valve 504, the flow of the secondary fluid 118 is controlled. The valve 504 is provided at opening of at least one of the secondary orifice 116 of the secondary tube 106 or at least one orifice 114 of the primary tube 104. The valve 504 is selected from a group comprising a solenoid valve, mechanical valve, and the like. The device 100 is used as variable geometry intake manifold enabling the optimization of engine performance. A working/ operation of the valve 504 by the controller 224 is explained based on a power-torque characteristic of the engine, which must not be understood in a limiting sense.

An X-axis 604 corresponds to engine speed in Rotation per Minute (RPM). A first Y-axis 602 corresponds to power output of the engine in Kilo-Watt (kW). A second Y-axis 606 corresponds to Torque in Newton meter (Nm). There are two sets of graphs comprising graph 1 and graph 2. The graph 1 depicts two responses between power and engine speed. The two responses are for two configuration where first configuration comprises engine with the fluid induction device 100 and the second configuration comprises the engine without the fluid induction device 100. A first curve for the first configuration without the fluid induction device 100 installed/provided in the vehicle, starts from points 608 in continuous line and connects points 610, further connects the point 610 to a point 612 and a point 614 in dotted line, and finally connects the point 614 to a point 618 in continuous line.

Similarly, a second curve for the second configuration with the fluid induction device 100 starts at the point 608 and connects to the point 610 in dashed line, further connects to the point 612 and the point 614 in continuous line, and finally connects to the point 616 in dashed line. The starting point 608 may be different. The curves are provided as an example and must not be understood in limiting sense.

As evident from the graph 1, between the points 608 and 610, the power generated by the engine is more without the device 100 than with the device 100. Also, between the points 610 and 614, the power generated is more with the device 100 than without the device 100. Finally, after the point 614, the power output/generated without the device 100 is more than the power generated with the device 100, as shown by respective points 618 and 616 respectively.

Hence, the at least one control valve 504 provided in the fluid induction device 100 is controlled in such a way, that a best of both the configurations is achieved/ obtained. Now, consider only the continuous line from point 608 to 618 as a third curve in the graph 1. The third curve depicts the optimal condition or the maximum power generation and usage. The two configurations are alternately controlled based on the power output or demand after processing the at least one or combination of two or more engine operating parameter 502.

Now, the graph 2 represents two responses between the engine speed and the torque generated in two configurations. The first configuration being without the fluid induction device 100, the second configuration being with the fluid induction device 100. A first curve for the first response for the first configuration without the fluid induction device 100, connects a point 620 to a point 622 in continuous line, further connects a point 624 and 626 in dotted line and finally connects a point 628 in continuous line.

Similarly, a second curve for the second response for the second configuration with the fluid induction device 100 connects the point 620 to 622 in dashed line, further connects the point 624 and 626 in continuous line and finally connects the point 630 in dashed line. The starting point 620 may be different for two curves.

As evident, the torque output of the engine between points 620 and 622 is more without the device 100 than with the device 100. Further, between the points 622 and 626, the torque output is more with the device 100 than as compared to without the device 100. Finally, the torque output after the point 626 is more without the device 100 than with the device 100, as shown with respective points 628 and 630 respectively.

Hence, the at least one control valve 504 provided in the fluid induction device 100 is controlled in such a manner that the best of the two configuration is obtained. Now, consider only the "continuous line" between points 620 and 628 in the graph 2 as a fourth curve. The fourth curve depicts the maximum/ best torque output. The at least one control valve 504 is controlled to use both the configurations to always extract the best torque output from each configuration for the vehicle.

In accordance to an embodiment of the present disclosure, the fluid induction device 100 is provided as a single body. Alternatively, the fluid induction device 100 is provided as an assembly of the primary tube 104 and the secondary tube 106. The fluid induction device 100 is allows to be retrofitted to the engines of the existing vehicle with minimal or no modification. The device 100 enables the use of aerodynamic principle to generate and multiply the flow velocity of the primary fluid 120 in the intake system 222 or exhaust system or path of an engine. In the case of the intake system 222, the intake air pressure for the engine is increased.

In yet another embodiment of the present disclosure, a single fluid induction device 100 is provided for an engine with multiple cylinders 216. The device 100 is installed before the throttle body 204. After the throttle body 204, the intake system 222 is distributed with individual intake manifold for each of the cylinder 216. In alternate embodiment, at least one device 100 is provided for each of the intake manifold of the engine.

The device 100 performs the function of the supercharger by increasing/ multiplying the air flow. The air flow acceleration is due to the pressure difference in the intake system 222 or any kind of simple air blower positioned to pump in air around the circumference of the primary tube 104. The air flow is accelerated due to the presence of air curtain 110 at the walls of the device 100 installed in the intake system 222. The components of a conventional supercharger such as vanes, fins or blades, gears, piston, diaphragm, rotors, pulleys and the like are completely eliminated. The blockage of air flow due to the components of the conventional supercharger is also eliminated. The device 100 offers no obstruction to the fluid flow unlike a conventional supercharger, hence no pressure loss is foreseen in any operating points which show a comparatively better behavior than the conventional superchargers. In yet another embodiment of the present disclosure, the device 100 is used along with the conventional superchargers and turbochargers which is further downsized to generate the same pressure and velocity with a smaller supercharger in combination with the device 100. The supercharger input will be interfaced to the orifice 116 in the secondary tube 106 of the device 100.

The device 100 provides simple design, easy application with a failsafe solution. The engine is able to work or operate in normal condition continuously, even after the device 100 fails or the pressurizing device 302 fails, as the continuity of supply of fluid exists. The device 100 forms an integral part of the air intake system 222 of the engine. The device 100 improves the volumetric efficiency of the engine, and hence improve engine performance. The fluid curtain 110 also allows better mixture preparation by reducing the wall wetting in a port fuel injection system.

It should be understood that embodiments explained in the description above are only illustrative and do not limit the scope of this invention. Many such embodiments and other modifications and changes in the embodiment explained in the description are envisaged. The scope of the invention is only limited by the scope of the claims.

Claims

We claim:

1. A fluid induction device (100) for an engine of a vehicle, said device (100) comprises: a primary tube (104) in which a primary fluid (120) flows from an inlet (102) to an outlet (108),

said primary tube (104) comprising a neck portion (122) having cross sectional area lesser than that of said inlet (102) and said outlet (108) of said primary tube (104); a secondary tube (106) coaxially affixed around said primary tube (104), forming an annular chamber (112) with an outer surface of said primary tube (104);

at least one orifice (116) provided on said secondary tube (106) to allow flow of a secondary fluid (118) into said annular chamber (112) from a fluid source, and

at least one orifice (114) provided on said primary tube (104) around said neck portion (122) to induce said secondary fluid (118) from said annular chamber (112) into said primary tube (104) due to venturi effect caused by flow of a primary fluid (120) from said inlet (102) to said outlet (108) of said primary tube (104).

2. The device (100) as claimed in claim 1, wherein an inner surface of said primary tube (104) is provided in an aerofoil shape which increases the flow of said primary fluid (120) through said primary tube (104).

3. The device (100) as claimed in claim 1, wherein a curtain (110) of said induced secondary fluid (118) is formed on an inner surface of said primary tube (104) causing further accelerated flow of said primary fluid (120).

4. The device (100) as claimed in claim 1, is used in at least one of a throttle body (204), air intake system, a fluid filter, an engine head, and in exhaust path of said engine.

5. The device (100) as claimed in claim 1, wherein said primary fluid (120) and said secondary fluid (118) is selected from a group comprising air, fuel, air-fuel mixture, Diesel Exhaust Fluid (DEF), Compressed Natural Gas (CNG), oil and the like.

6. The device (100) as claimed in claim 1, wherein said annular chamber (112) is in fluid communication with at least one fluid source through said at least one orifice (116) of said secondary tube (106).

7. The device (100) as claimed in claim 1, wherein said secondary fluid (118) is supplied to said annular chamber (112) at a high pressure by using a pressuring device (302).

8. The device (100) as claimed in claim 1, wherein said at least one orifice (114) of said primary tube (104) and/or said at least one orifice (116) of said secondary tube (106) is provided with at least one control valve selected from a group comprising a solenoid valve, mechanical valve, and the like.

9. A controller (224) for a fluid induction device (100) used in a vehicle, said fluid induction device (100) comprises, a primary tube (104) carrying a flow of a primary fluid and having at least one primary orifice (114), a secondary tube (106) connected to said primary tube (104) and having at least one secondary orifice (116), a valve (504) provided for at least one of said at least one primary orifice (114) and said at least one secondary orifice (116), said controller (224) adapted to:

receive at least one engine operating parameter (502), and

operate said valve (504) based on said at least one engine operating parameter (502).

10. The controller (224) as claimed in claim 9, wherein said at least one engine operating parameter (502) is selected from a group comprising an engine speed, an engine load, a vehicle speed, a throttle valve position, a brake pedal position, a manifold air pressure, air mass flow, a temperature, a clutch input, a gear input, an oxygen content from lambda sensor and the like.