GB2560743A

GB2560743A - Intake manifold

Info

Publication number: GB2560743A
Application number: GB1704622.8A
Authority: GB
Inventors: Pierson Steven; John Daglish Andrew; Paluri Satish; Mckinney Peter; David McKowen Ian
Original assignee: Jaguar Land Rover Ltd
Current assignee: Jaguar Land Rover Ltd
Priority date: 2017-03-23
Filing date: 2017-03-23
Publication date: 2018-09-26
Anticipated expiration: 2037-03-23
Also published as: GB2560743B; GB201704622D0; DE102018204216A1

Abstract

An intake manifold 30 comprising a housing structure 31 defining a plenum 33, an air inlet channel 40 is coupled to the air housing structure 31, the air inlet channel 40 being arranged to introduce charge air into the plenum 33 in a first direction (12, Fig. 5), a secondary gas inlet 60 is arranged to discharge secondary gas into the housing structure 31 in a second direction (11, Fig. 5), towards the air inlet channel 40 substantially opposite the first direction (12, Fig. 5). The arrangement is intended to ensure sufficient mixing of secondary air with charge air. Also claimed are an internal combustion engine and a vehicle.

Description

(54) Title of the Invention: Intake manifold

Abstract Title: Intake manifold with a secondary gas inlet (57) An intake manifold 30 comprising a housing structure 31 defining a plenum 33, an air inlet channel 40 is coupled to the air housing structure 31, the air inlet channel 40 being arranged to introduce charge air into the plenum 33 in a first direction (12, Fig. 5), a secondary gas inlet 60 is arranged to discharge secondary gas into the housing structure 31 in a second direction (11, Fig. 5), towards the air inlet channel 40 substantially opposite the first direction (12, Fig. 5). The arrangement is intended to ensure sufficient mixing of secondary air with charge air. Also claimed are an internal combustion engine and a vehicle.

At least one drawing originally filed was informal and the print reproduced here is taken from a later filed formal copy.

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FIG. 1

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FIG. 5

INTAKE MANIFOLD

TECHNICAL FIELD

The present disclosure relates to an intake manifold for combustion engines and more specifically to an apparatus for introducing secondary gases into the intake manifold. The invention further relates to an internal combustion engine and a vehicle comprising the intake manifold.

BACKGROUND

In combustion engines, the intake manifold is a part that supplies air or a fuel/air mixture to the cylinder head of a corresponding cylinder block. The engine may be a multi-cylinder engine and the manifold may be arranged to supply air or a fuel air mixture to multiple cylinders. It is commonly known that delivering an even mix of fuel and charge air to each corresponding cylinder is paramount for fuel efficiency, environmental impact and refinement of an internal combustion engine. If the fuel and charge air is not evenly distributed by the intake manifold, each separate cylinder may result in having different fuel/air mixture ratios. As a consequence, some cylinders may receive a fuel-rich mixture, whereas other cylinder heads might be provided with a fuel-poor mixture. This discrepancy in the mixing ratios can lead to increased fuel consumption, higher emissions and engine instability.

Secondary gasses may be mixed with the charge air in order to (amongst other reasons) reduce evaporative emissions. Secondary gases can be any of a purged gas from an evaporative emission control system, a breather gas from a crank case ventilation system, exhaust gas residues from an exhaust gas recirculation system or other known gasses that are introduced into the inlet manifold.

Traditional manifolds comprise a plenum for mixing charge air, primary and/or secondary gases together. The gas mixture created in the plenum is then distributed to a number of cylinders via individual runners that connect each of the cylinders with the plenum. In order to achieve a necessary level of mixing between secondary gases and the charge air, it is known to provide conventional intake manifolds with a large plenum. This construction guarantees that charge air, which is introduced into the plenum at a first end of the manifold via a gas inlet, remains within the plenum long enough for the secondary gasses to be sufficiently mixed with the charge air, before the mixture is distributed into individual runners that connect the plenum to corresponding cylinder heads. However, in recent years, strict space limitations within the engine compartment of, for example, passenger vehicles require the intake manifolds to be significantly reduced in size, thereby preventing large plenums and thus resulting in compromised performance.

In view of the above, it is an aim of the present invention to address the disadvantages associated with the prior art. In particular, it is an object of the present invention to provide an intake manifold that facilitates improved mixing between the secondary gases and the charge air prior to entering the runners, and, at the same time, exhibits a compact design that fulfils current space limitations.

SUMMARY OF THE INVENTION

Aspects and embodiments of the invention provide an intake manifold and an internal combustion engine comprising the intake manifold as well as a vehicle comprising the internal combustion engine as claimed in the appended claims.

According to an aspect of the present invention, there is provided an intake manifold comprising a housing structure defining a plenum and an air inlet channel coupled to the housing structure, the air inlet channel being arranged to introduce charge air into the plenum in a first direction. The intake manifold comprises a secondary gas inlet arranged to discharge secondary gas into the housing structure in a second direction, towards the air inlet channel substantially opposite the first direction.

According to the present invention, secondary gas, such as purge gas, recirculated exhaust gas or crank case breather gases, are injected substantially against the onset flow of charge air into the plenum. This particular arrangement will result in a high level of mixing between the charge air and the secondary gas being achieved before the air mixture is distributed to the cylinders. Due to the improved mixing characteristics, the size of the plenum can be substantially reduced, while maintaining the same level of mixing as prior art solutions. In other words, the present invention provides an intake manifold that meets engine functionality requirements and, at the same time, minimises volume, weight and cost of the intake manifold. Moreover, improved vehicle transient response through lower throttled volumes of charge air can be achieved.

The secondary gas inlet may be constructed in a number of different ways. As will be described in more detail below, one embodiment comprises a secondary gas inlet pipe, which extends through an outer wall of the housing structure into the inner air volume to discharge secondary gas towards the air inlet channel. However, it is also feasible to construct the secondary gas inlet as a bore within the outer wall of the housing structure, in which case the bore is arranged to terminate at a position of the housing structure that will discharge secondary gas into the inner air volume towards the air inlet channel.

According to another embodiment, the air inlet channel is arranged to introduce charge air into the plenum in a first direction substantially opposite the second direction. While it is entirely within the scope of the present invention to introduce charge air into the plenum in a first direction, which is at an angle of up to 30° relative to the second direction, it has been found that the levels of mixing reach a maximum when charge air is introduced in a direction directly opposite to the secondary gas.

In another embodiment, the air inlet channel comprises an inlet valve, wherein the second direction is oriented towards the inlet valve, it was found that vortices forming downstream of the valve aid mixing of the charge air with the secondary gas, if the secondary gas is injected towards the inlet valve where the vortices are created. The inlet valve may be constructed as a butterfly valve comprising a valve disc, wherein the secondary gas inlet may be arranged to discharge secondary gas towards a centre of the valve disc and against the incoming flow of intake air. The butterfly valve may comprise a valve shaft extending through said centre of the valve disc. The secondary gas may be discharged towards the valve shaft of the butterfly valve, which was found to help redirecting the secondary gas flow towards the vortices created by the butterfly valve on the side walls of the air inlet channel. It may be beneficial to construct the butterfly inlet valve in such a way that the valve shaft protrudes over a valve disc surface that faces the inner air volume of the housing structure. In other words, the valve shaft at least partly protrudes into an inner air volume within the housing structure and acts as an air flow distributor redirecting secondary gas flow from the centre of the butterfly valve towards its outer circumference, that is, towards the side walls of the housing structure.

In yet another embodiment, the housing structure defines a mixing chamber extending between the air inlet valve and the plenum. The mixing chamber is a dedicated part of an air volume within the housing structure that ensure sufficient mixing of the charge air with the primary and/or secondary fuel gases. The mixing chamber is shaped in such a way that mixing of the charge air with the primary/secondary gases is substantially complete before the air/gas mixture enters the plenum. Moreover, the mixing chamber may have a significantly smaller cross-sectional area of fluid flow than the plenum.

The secondary gas inlet may be constructed as an inlet pipe and extends at least partially into the plenum and/or the mixing chamber. As mentioned hereinbefore, the secondary gas inlet may also be constructed as a bore arranged within the side walls of the housing structure. However, constructing the secondary gas inlet as an inlet pipe provides better control over the secondary gas flow within the housing structure, which aids in directing the secondary gas flow towards the inlet air channel, i.e. the second direction. The secondary gas inlet pipe may extend in a straight manner within the housing structure. Alternatively, the inlet pipe may bend within the housing structure as long as the secondary gas is eventually discharged in said second direction.

According to another embodiment, an outlet end of the secondary gas inlet pipe is received within the mixing chamber. Moving the outlet end of the inlet pipe closer to the inlet valve by locating the outlet end within the mixing chamber was found to increase the mixing effect between the charge air and the secondary gases. However, it is equivalently feasible to arrange the outlet end of the inlet pipe within the plenum in such a way that secondary gases are discharged towards the mixing chamber/the air inlet channel.

To ensure sufficient levels of mixing in the intake manifold of the present invention, a length of the mixing chamber may be more than 0.5 times the diameter of the valve disc, preferably more than 0.75 times the diameter of the valve disc. It should be understood that the length of the mixing chamber refers to the flow path of the charge air between the air inlet valve and the plenum.

Optionally, if the secondary gas inlet is an inlet pipe having an outlet end received within the housing structure, the distance between the outlet end and a central axis of the valve shaft may be less than twice the diameter of the valve disc, preferably less than 1,5x the diameter of the valve disc. Positioning the outlet end of the secondary gas inlet pipe close to the inlet valve was found to be beneficial. This is because vortices form at a certain distance from the valve disc, which depends on the diameter of the valve disc and therefore the diameter of the air inlet channel. It was found that best mixing results are achieved if secondary gases are introduced upstream of the vortices, that is, closer to the valve disc than the vortices themselves.

As mentioned previously, the secondary gas inlet pipe may be straight or bent within the inner air volume of the housing structure. Accordingly, in one embodiment there is provided a secondary gas inlet pipe comprising an injector portion in the vicinity of the outlet end, wherein at least the injector portion of the secondary gas inlet pipe extends along an injection axis, which is aligned with the second direction. In simple terms, the last part of the inlet pipe, just before the outlet end, extends in the second direction to discharge secondary gas along the injection axis, i.e. along the second direction.

The injection axis may intersect a centre axis of the air inlet channel at an angle between 25° and 25°, preferably between -10° and 10°. If a butterfly valve is attached to the outlet end of the inlet air channel, this is equivalent to the injection axis intersecting a centre axis of the inlet valve at said angles. Moreover, the radial distance between the centre axis of the air inlet channel and the injection axis at the outlet end of the secondary gas inlet pipe may be less than 0.25x the diameter of the valve disc. The aforementioned dimensions ensure that the secondary gas flow within the mixing chamber is directed towards a central region of the inlet valve most effectively. In one embodiment, the injection axis may be coaxially aligned with the centre axis of the air inlet channel so that the secondary gas flow is directed exactly towards the centre of the air inlet channel.

In another embodiment, the secondary gas inlet is a purge gas inlet connected to an evaporative emission control system. Alternatively, the secondary gas inlet may be a recirculation inlet connected to an exhaust gas recirculation system. In either case, the secondary gas inlet may be a passive gas inlet, i.e. secondary gas may be drawn into the inner air volume by a vacuum formed within the intake manifold during operation of the corresponding combustion chambers. However, it is of course also feasible to actively inject secondary gases into the intake manifold, i.e. to provide pressurised secondary gas.

In another embodiment, the housing structure comprises a second secondary gas inlet arranged to discharge gas into the inner air volume in a third direction, substantially perpendicular to the second direction. Alternatively, the second secondary gas inlet may be arranged to discharge gas into the inner air volume in the second direction, in which case the secondary gas inlet may be constructed as a second gas inlet pipe arranged substantially in parallel with the inlet pipe of the first secondary gas inlet. The secondary gas inlet may be a breather inlet connected to the crank-case ventilation system.

The intake manifold may comprise a plurality of runners for fluidly connecting a mixing chamber of the air volume to intake ports of the corresponding cylinder heads. As mentioned previously, the runners may be constructed as individual pipes extending from the end of the mixing chamber towards a plurality of individual combustion chambers, which are connected to the runners via inlet valves of their corresponding cylinder heads.

According to another aspect of the present invention, there is provided an internal combustion engine comprising an intake manifold as described hereinbefore. The internal combustion engine may be a direct injection engine, that is, the fuel mixture may be injected directly into the combustion chamber and not into the mixing chamber of the intake manifold. The internal combustion engine may be a petrol (gasoline) engine; however, it is equivalently feasible to utilise the described intake manifold in diesel or natural gas engines.

According to another aspect of the invention, there is provided a vehicle comprising the internal combustion engine described hereinbefore.

According to another embodiment, there is provided an intake manifold for delivering charge air from an air filter to an internal combustion engine, the manifold comprising housing structure defining; an air inlet channel arranged to direct charge air from an inlet end to an outlet end to deliver said charge air to the engine, the direction of flow of the charge air through the inlet channel defining a first direction, the manifold further comprising a secondary gas inlet arranged to discharge a secondary gas into the air inlet channel, wherein the secondary gas inlet is arranged to direct the secondary gas into the inlet channel in a second direction substantially opposed to the first direction.

Within the scope of this application it is expressly intended that the various aspects, embodiments, examples and alternatives set out in the preceding paragraphs, in the claims and/or in the following description and drawings, and in particular the individual features thereof, may be taken independently or in any combination. That is, all embodiments and/or features of any embodiment can be combined in any way and/or combination, unless such features are incompatible. The applicant reserves the right to change any originally filed claim or file any new claim accordingly, including the right to amend any originally filed claim to depend from and/or incorporate any feature of any other claim although not originally claimed in that manner.

BRIEF DESCRIPTION OF THE DRAWINGS

One or more embodiments of the invention will now be described, by way of example only, with reference to the accompanying drawings, in which:

Figure 1 is a perspective view of a vehicle according to an embodiment of the present invention;

Figure 2 is a schematic perspective view of an intake manifold according to an embodiment of the present invention;

Figure 3 is a schematic front view of the intake manifold embodiment of Fig. 2;

Figure 4 is a schematic side view of the intake manifold embodiment of Fig. 2;

Figure 5 is a schematic side view of an intake manifold according to another embodiment of the present invention;

DETAILED DESCRIPTION

Figure 1 shows a vehicle 1 comprising an internal combustion engine 2 with an intake manifold 3 in accordance with the present invention. The engine 2 and the intake manifold 3 are arranged in the engine compartment of the vehicle, which may either be located at the front or the rear of the vehicle. As will be described in more detail below, the intake manifold 3 is connected to an air inlet channel 4 that provides the intake manifold with fresh air from the environment. One or more secondary gas inlets may be arranged on the intake manifold 3 to mix secondary gases with the fresh air provided by the air inlet channel 4, before the mixture is introduced into combustion chambers of the internal combustion engine 2 via runners 5a, 5b and 5c.

An embodiment of the intake manifold according to the present invention is shown in the schematic views of Figures 2 to 4. The intake manifold 30 generally comprises a housing structure 31 defining plenum 33. The plenum 33 is connected to individual cylinders of an engine (not shown) a plurality of runners 35a, 35b, 35c and 35d.

In the embodiment of Figures 2 to 4, an air inlet channel 40 is connected to a lower end of the housing structure 31 although it will be appreciated that the invention is not restricted to the position of the air inlet channel 40 with respect to the housing structure 31. The air inlet channel 40 is coupled to the air housing structure at an outlet end 41 and has a centre axis A (Fig. 4) extending in a longitudinal direction of the air inlet channel 40. An inlet valve 50 is arranged at the outlet end 41 of the air inlet channel 40. The air inlet channel valve 50 of the embodiment shown in Figures 2 to 4 is constructed as a butterfly valve. The butterfly valve has a valve shaft 52 and a valve disc 54. In this embodiment, the valve shaft 52 is arranged in the centre of the valve disc 54 and protrudes from both surfaces of the valve disc. In particular, the valve shaft 52 protrudes from a top surface 56 and a bottom surface 57 of the valve disc 54. In other words, in its closed state, one section of the valve shaft 52 extends into a mixing chamber 34 of the housing structure 32, whereas an opposite, second part of the valve shaft extends into the air inlet channel 40.

The mixing chamber 34 extends between the central axis of the air inlet valve 50 and the plenum 33, as can be derived from Fig. 4 (noted as the length L). The mixing chamber 34 of the embodiment in Figures 2 to 4 is a generally funnel-shaped extension of the air inlet channel 40. The mixing chamber 34 comprises a first end 35, located downstream of the air inlet valve 50 with a first diameter. An opposite, second end 36 of the mixing chamber 34 connects to the plenum 33 and has a second diameter, which is larger than the first diameter. A first end section of the mixing chamber 34, directly downstream of the first end 35, is constructed as a stem section having a substantially constant diameter. An opposite, second end section of the mixing chamber 34, directly upstream of the second end 36, is constructed as a tapered section having a continuously increasing diameter, which eventually opens out into plenum 33, downstream of the second end 36.

A first secondary gas inlet 60 is provided and configured to discharge secondary gases, such as exhaust recirculation gases and purge gases into the housing structure 31 and more particularly into the mixing chamber 34. The secondary gas inlet 60 of the embodiment in Figures 2 to 4 is constructed as a secondary gas inlet pipe 61. The inlet pipe 61 is inserted into the mixing chamber 34 through an outer wall of the housing structure 31 and adapted to direct secondary gas flow towards the air inlet channel 40, in a second direction 11. In particular, the air inlet pipe 61 of Figures 2 to 4 is arranged facing downwards into the mixing chamber 34 such that secondary gases are discharged against the inlet air flow provided by the inlet air channel 40. The inlet/charge air flow of this embodiment is directed in a first direction 12 which is opposite to the second direction 11.

The charge air flow, which substantially travels in the first direction 12 passes the inlet valve 50 along the side walls of the air inlet channel 40 and the mixing chamber 34. Charge air travelling in the first direction 12 forms vortices within the mixing chamber 34. As secondary gases are introduced into the mixing chamber 34 in the second direction 11, the secondary gas flow is reflected by the inlet valve 50 and mixes quickly and effectively with the vortices of the charge air.

In order to introduce the secondary gases in the second direction 11, the inlet pipe 61 comprises an injector portion 63 in the vicinity of an outlet end 65 of the inlet pipe 61. The injector portion extends along an injection axis B, which is aligned with the second direction

11. In the embodiment of Figures 2 to 4, the inlet pipe 61 bends outside of the housing structure 31 and it is only the straight injector portion 63 that extends into the mixing chamber 34. However, it should be understood that in other embodiments, parts of the inlet pipe received within the housing structure could have a curved shape; however, the final part of the inlet pipe, i.e. the injector portion just upstream of the outlet end, will always be oriented in the second direction 11.

A distance between the outlet end 65 of the inlet pipe 61 and outlet end 41 of the air inlet channel 40 is adapted to be less than 2x the diameter of the valve disc 54, preferably less than 1,5x the diameter of the valve disc 54.

The mixing chamber 34 has a length L that is more than 0.5x the diameter of the valve disc, preferably more than 0.75x the diameter of the valve disc. This length defines the volume of the mixing chamber 34 and therefore the level of mixing between the charge air and the secondary gases before the mixture enters the plenum 33. By introducing the secondary gases in the second direction 11, towards the inlet air channel 40, the length L of the mixing chamber 34 and thereby the distance I can be significantly reduced without comprising the level of mixing.

Figures 2 to 4 further show a second secondary gas inlet 70, which is constructed as a gas inlet pipe 71. The second secondary gas inlet pipe 71 is arranged to discharge secondary gases into the plenum 33 in a third direction, which is substantially perpendicular to the second direction 11. In an alternative embodiment, the second secondary gas inlet 70 could be arranged in parallel with the first secondary gas inlet 60 to discharge secondary gases in the second direction, similar to the first inlet pipe 61. The second secondary gas inlet 70 is constructed as a breather inlet connected to a crank-case ventilation system.

Figure 5 shows another embodiment of the inventive inlet manifold, in which the secondary gas inlet 81 is not coaxially aligned with the central axis A of the air inlet channel 40. Rather, the injector portion 83 of the second embodiment shown in Figure 4 may extend along an injector axis C that intersects the centre axis A of the inlet air channel 40 at an angle a between -25° and 25°, preferably between -10° and 10°. This may be the case if the outlet end 85 of the secondary gas inlet pipe 81 is radially offset from the centre axis A of the air inlet channel 40. It was found that the outlet end 85 of the inlet pipe 81 should not be radially distanced from the centre axis A of the air inlet channel 40 by more than 0.25x the diameter of the valve disc 54 in order to achieve the desired mixing results. It should be understood that if the injection axis C, and therefore the second direction 11, is at an angle a with respect to the central axis A, the first direction 12 is still substantially opposite to the second direction 11 in accordance with the present invention.

The secondary gas inlets 60, 70, 80 of the present invention may be constructed as passive gas inlets but it is also feasible to implement active gas inlets that provide pressurised secondary gas. While the above examples have been described with reference to a four cylinder petrol engine, it should be understood that this application is not restricted to any number of cylinders or any type of fuel.

Claims

1. An intake manifold comprising:

a housing structure defining a plenum;

an air inlet channel coupled to the housing structure, the air inlet channel being arranged to introduce charge air into the plenum in a first direction;

a secondary gas inlet arranged to discharge secondary gas into the charge air in a second direction, substantially opposite the first direction.

2. The intake manifold of claim 1, wherein the air inlet channel comprises an inlet valve, and wherein the second direction is oriented towards the inlet valve.

3. The intake manifold of claim 2, wherein the inlet valve is a butterfly valve comprising a valve disc, and wherein the secondary gas inlet is arranged to discharge secondary gas towards a centre of the valve disc.

4. The intake manifold of claim 2 or 3, wherein the housing structure defines a mixing chamber extending between the inlet valve and the plenum.

5. The intake manifold of claim 4, wherein the secondary gas inlet is constructed as an inlet pipe the inlet pipe comprising an outlet end received within said mixing chamber.

6. The intake manifold of claim 4 or 5, wherein the mixing chamber has a smaller crosssectional area of fluid flow than the plenum.

7. The intake manifold of any of claims 4 to 6, wherein a length (L) of the mixing chamber is more than 0.5 times the diameter of the valve disc, preferably more than 0.75 times the diameter of the valve disc.

8. The intake manifold of claim 3, wherein the secondary gas inlet is constructed as an inlet pipe having an outlet end received within the housing structure, and wherein a distance between the outlet end and the air inlet valve is less than 2 times the diameter of the valve disc, preferably less than 1.5 times the diameter of the valve disc.

9. The intake manifold of any of claims 1 to 8, wherein the secondary gas inlet is constructed as an inlet pipe comprising an injector portion in the vicinity of the outlet end, and wherein at least the injector portion of the secondary gas inlet pipe extends along an injection axis (B; C), which is aligned with the second direction.

10. The intake manifold of claim 9, wherein the injection axis (B; C) intersects a centre axis (A) of the air inlet channel at an angle between -25° and 25°, preferably between -10°and 10°.

11. The intake manifold of claim 10, wherein a radial distance between the centre axis (A) of the air inlet channel and the outlet end of the secondary gas inlet pipe is less than 0.25 times the diameter of a valve disc.

12. The intake manifold of claim 9, wherein the injection axis (B) is coaxially aligned with a centre axis (A) of the air inlet channel.

13. The intake manifold of any of claims 1 to 12, wherein the housing structure comprises a second secondary gas inlet arranged to discharge gas into the charge air in a third direction, substantially perpendicular to the second direction.

14. The intake manifold of any of claims 1 to 13, wherein the secondary gas inlet is a purge gas inlet connected to an evaporative emission control system.

15. The intake manifold of any of claims 1 to 13, wherein the secondary gas inlet is a recirculation inlet connected to an exhaust gas recirculation system.

16. The intake manifold of any of claims 1 to 15, wherein the secondary gas inlet is a passive gas inlet.

17. The intake manifold of any of claims 1 to 16, wherein the housing structure comprises a second secondary gas inlet arranged to discharge gas into the charge air, in the second direction.

18. The intake manifold of claim 17, wherein the second secondary gas inlet is constructed as a second gas inlet pipe and arranged substantially in parallel with an inlet pipe of the first secondary gas inlet.

19. The intake manifold of any of claims 17 to 18, wherein the second secondary gas inlet is a breather inlet connected to a crankcase ventilation system.

20. The intake manifold of any of claims 1 to 19, wherein the intake manifold comprises a plurality of runners for fluidly connecting the plenum to intake ports of corresponding

10 cylinder heads.

21. An internal combustion engine comprising the intake manifold of any of claims 1 to

20.

15

22. The internal combustion engine of claim 21, wherein the internal combustion engine is a direct injection engine.

23. The internal combustion engine of claim 21 or 22, wherein the internal combustion engine is a petrol engine.

24. A vehicle comprising the internal combustion engine of any of claims 21 to 23.

Intellectual

Property

Office

Application No: GB1704622.8 Examiner: Bryce D'Souza