The greatest hurtle inventing something new might not necessarily have to be a new invention per se, but rather knowing where a particular (old) device might work in a new environment.

Historically various types of vortex motion e.g. the “free vortex” with increasing tangential velocity nearing the center, to the solid body rotation of the “forced vortex” were recognized by Leonardo da Vinci as early as 1452-1519.  Recorded documentation of the first fluid diode reportedly invented by Tesla, No. 1329559, February 3, 1920 called the “valvular conduit.

The vortex tube invented in 1928 by George Ranque a French physics student while experimenting with a vortex pump he was developing when he noticed warm air exciting from one end of the tube and cold air coming out of the opposite end of the tube

One of the earliest detailed reports dating 1929 “Vortex Diode” a thesis by R. Heim investigating the performance of vortex diodes operating on water, interesting to note and ignored by succeeding annalists, Heim witnessed non-linear effects such as reverse flow and a large void in the center of the vortex operating within the chamber.  

However, doomed by business failure the Ranque tube slipped into obscurity until 1945 when German physicist Rudolph Hilsch published a scientific paper concerning the device.

Predominately vortex diodes have served as spray nozzle atomizers, lead-lag compensators in networking servo systems, fluid control devices, operation of negative resistance oscillators, aboard airplanes and trains to chill drinking water, sensors for measuring wind speed etc…

After years of studying vortex control devices I came to realize that their basic make up modeled that of turbo charging criteria so putting vortex control devices together with turbo charging concepts seemed to be the next logical step in an effort to increase the fuel efficiency of my car.

I began by building two different types of swirl vane chambers.  The first of which resembled the Tornado air management system, a swirl vane that installs aft of the air filter and introduces vortices into the combustion chamber.  The idea is to rotate the air/fuel mixture in the center of the piston sleeve with vortex flow control.  Thereby gaining maximum yield form the explosive force.  Note I achieved no noticeable results from the Tornado air management units that I ordered over the net. 

SV-1

Intake Modifications

After modifying the intake housing of my air filter I introduced these oversized 6-bladed swirl vanes into the air intake but achieved no improvements in mileage.  Diagnoses 1) swirl vanes might have been improperly clocked, 2) the size difference between the filter box and the swirl vane sleeves may have set up some type of mismatch in the air flow, additionally there may not have been enough intake force to drive this particular design?

SV-2

Note: The size of this swirl vane was selected purely due to ease of manufacturing.

These 6-bladed units were also tested on a 2004 Chevy truck and 2004 Ford Blazer both drivers claimed no fuel improvements but offered me $200-grand in cash if I put their names on my patent application as “co-inventors” 

Why would they claim no mileage improvements then offer me $200-thousand in cash to put their names on my patent application?

Needless to say I walked away from the deal.

Guess I should have taken their money and run but the contradiction just didn't sit right with me.

Vortex Amplification Diode

Continuing my research I fabricated several additional vortex control devices however this time they were amid at the exhaust system in an attempt to vacuum more energy through the system and improve upon the maximum 10-mpg @ 65-mph efficiency of my vehicle. 

This first V-diode I designed with a pre-swirl vane inlet chamber and a simple baffle plate inlet that entered into the main vortex chamber.  Below is a photo of the device mounted to the exhaust of my van.  Although there was not a significant increase in mpg/performance this experiment inspired me to continue and build a better unit.

Second Attempt 

High temp Silicone and muffler goop

Ahem!  I guess this is what happens when you punch it!

Bottom line is the epoxy was fried to a crisp by heat from the exhaust and would have caused the V-diode to fail despite the fact that the radial flow chamber inlet separated at the top of the radial chamber due to dovetail failure.  I could have secured the dovetails using sheet-metal screws as I did between the radial and vortex chambers thereby preventing their separation, but one fact remains, i.e. the epoxy was fried to a crisp anyway.

I attempted to use threaded fittings and even brazed them into the chamber, however this method rendered the vortex chamber non-operational because the injector nozzles protruded to deeply into the vortex chamber and interrupted the vortex formation.

The horsepower ratio on this test run was exhilarating to say the least! 

I drive a 1989 351-cid Ford van conversion getting 10-mpg at 65-mph that weights 5750-LBS and you usually have to wait until it winds up to go but on this occasion it flew like a bat out Hattie’s!   And yielded an additional 10-mpg for a total of 20-mpg.  In fact it was all I could do to get my foot off of the accelerator and I was just lightly touching it which caused the van to accelerate to an unbelievable speed of 75-mph in a heart beat and it just wanted to keep on going and going! 

In the end I discovered which type and in what orientation the injector nozzles worked the best and I also come up with new and improved designs just waiting to be tested.

The Plug :)

Do It Yourself Construction Guide 

For PC’s with Windows only 

Construction of this device is experimental the builder will require knowledge of tin-snips, tubing cutters, drills, hole-saws, brazing with a torch and/or wire-feed welder to complete the task.

Thank You

To order your V-diode CD send $15.00 check or money order to;

Robert A. Patterson

11405 E. Blue Springs RD.

Wapanucka, OK. 73461