WO2009009902A1 - Procédé et appareil pour une aspiration de moteur améliorée - Google Patents

Procédé et appareil pour une aspiration de moteur améliorée Download PDF

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Publication number
WO2009009902A1
WO2009009902A1 PCT/CA2008/001324 CA2008001324W WO2009009902A1 WO 2009009902 A1 WO2009009902 A1 WO 2009009902A1 CA 2008001324 W CA2008001324 W CA 2008001324W WO 2009009902 A1 WO2009009902 A1 WO 2009009902A1
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WO
WIPO (PCT)
Prior art keywords
air
engine
vessel
flow
piston
Prior art date
Application number
PCT/CA2008/001324
Other languages
English (en)
Inventor
Desmond C. Knowles
Original Assignee
Auldes Ottawa, A Partnership Between Desmond C. Knowles And Mason Gardner
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
Application filed by Auldes Ottawa, A Partnership Between Desmond C. Knowles And Mason Gardner filed Critical Auldes Ottawa, A Partnership Between Desmond C. Knowles And Mason Gardner
Publication of WO2009009902A1 publication Critical patent/WO2009009902A1/fr

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K3/00—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing
    • F16K3/22—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with sealing faces shaped as surfaces of solids of revolution
    • F16K3/24—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with sealing faces shaped as surfaces of solids of revolution with cylindrical valve members
    • F16K3/26—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with sealing faces shaped as surfaces of solids of revolution with cylindrical valve members with fluid passages in the valve member
    • F16K3/262—Gate valves or sliding valves, i.e. cut-off apparatus with closing members having a sliding movement along the seat for opening and closing with sealing faces shaped as surfaces of solids of revolution with cylindrical valve members with fluid passages in the valve member with a transverse bore in the valve member
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/02—Crankcase ventilating or breathing by means of additional source of positive or negative pressure
    • F01M13/021—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure
    • F01M13/022—Crankcase ventilating or breathing by means of additional source of positive or negative pressure of negative pressure using engine inlet suction
    • F01M13/023—Control valves in suction conduit
    • 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
    • F02M25/00—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture
    • F02M25/06—Engine-pertinent apparatus for adding non-fuel substances or small quantities of secondary fuel to combustion-air, main fuel or fuel-air mixture adding lubricant vapours
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16K—VALVES; TAPS; COCKS; ACTUATING-FLOATS; DEVICES FOR VENTING OR AERATING
    • F16K31/00—Actuating devices; Operating means; Releasing devices
    • F16K31/12—Actuating devices; Operating means; Releasing devices actuated by fluid
    • F16K31/122—Actuating devices; Operating means; Releasing devices actuated by fluid the fluid acting on a piston
    • F16K31/1221—Actuating devices; Operating means; Releasing devices actuated by fluid the fluid acting on a piston one side of the piston being spring-loaded
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01M—LUBRICATING OF MACHINES OR ENGINES IN GENERAL; LUBRICATING INTERNAL COMBUSTION ENGINES; CRANKCASE VENTILATING
    • F01M13/00—Crankcase ventilating or breathing
    • F01M13/04—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil
    • F01M2013/0461—Crankcase ventilating or breathing having means for purifying air before leaving crankcase, e.g. removing oil with a labyrinth
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • the present invention relates to continuous self sustaining systems for the enhanced operation and performance of internal combustion engines.
  • Engine power is directly related at least in part to the volumetric efficiency or "breath-ability” or “aspiration” of combustible air optimally available for induction into the engine's cylinders via the air cleaner and intake manifold in an efficient manner.
  • air is drawn into the cylinders by ambient air rushing in to replace negative pressure or vacuum generated by each of the engine's piston's during their respective intake stroke, with the rate of induction being controlled in part by a number of factors.
  • intake manifold design and related passage of air flow phenomena therein include intake manifold design and related passage of air flow phenomena therein, intake valve timing (cylinder/intake runner back pressure due to valve overlap timing considerations), additional intake runner back pressure pulsations due to high dynamic ram effect of the incoming fresh air/fuel charge rebounding off the back intake valve fillet at closure, pressure differentials between the cylinder and that of the intake manifold which lags the throttle air flow, the speed determining positioning of the throttle valve assembly in a carburetor or other mechanism for admixing fuel and air, the quality, type and construction of the air filter and filter medium and the condition of the air filter medium porosity due to accumulated contamination from air born dust and debris, which is parasitic to the design aspiration characteristics of the medium.
  • turbocharging have been largely confined to higher end performance engines of cars and heavy work vehicles, inclusive of industrial, marine and agricultural engines etc, which require the extra power.
  • the present invention can be applied to turbocharged engines to assist in reduction of the aforementioned "lag" in turbo "spool-up" time.
  • High flow air cleaners are effective in their delivery of more air but they eventually clog with dirt and dust to gradually constrict and erode effectiveness of porosity to their air filtering intake which can have an adverse impact upon engine exhaust emissions, namely hydrocarbons (HC) as unburned fuel and carbon monoxide (CO) due to fuel enrichment of the air/fuel ratio.
  • hydrocarbons HC
  • CO carbon monoxide
  • the present invention seeks to provide a continuous self-sustaining system for the enhanced operation and performance of internal combustion engines, more particularly a method and apparatus for alleviating the "lag" time in delivery of combustible air supplied to the engine's cylinder(s), especially at wide open throttle (WOT).
  • WOT wide open throttle
  • a method for increasing the quantity of combustible air supplied to the cylinders downstream of the intake manifold throttle plate(s) of an internal combustion engine comprising the steps of directing air from the engine's crankcase to an air storage vessel; and directing the air from said storage vessel to the engine's cylinders for combustion.
  • an apparatus for increasing the quantity of combustible air supply to the cylinders of an internal combustion engine comprising an air storage vessel for the storage of a predetermined volume of air, said vessel having an inlet in fluid communication with said engine's crankcase for the inflow of air from the crankcase into said vessel and an outlet in fluid communication with said engine's cylinders for combustion for the flow of said air to the cylinders.
  • a shuttle valve for controlling the flow of a fluid therethrough, comprising a valve body having a cylinder formed therein, a fluid inlet port and a fluid outlet port, both of which communicate through said valve body with said cylinder; a piston arranged for reciprocating movement in said cylinder, said piston having first and second spaced apart orifices formed transversely therethrough, said first orifice being sized to permit a first flow of fluid therethrough and said second orifice being sized to permit a second greater flow of fluid therethrough; actuating means for moving said piston between a first position in which said first orifice is placed in fluid communication with said fluid inlet and outlet ports and a second position in which said second orifice is placed in fluid communication with said first and second ports.
  • Figure 1 is a diagrammatic representation of an internal combustion engine including a discreet air storage vessel
  • Figure 2 is a side elevational cross sectional view of an air storage vessel
  • Figure 3 is a perspective view of a modified storage vessel including a multi- functional shuttle valve assembly
  • Figure 4 is a side elevational cross sectional view of the upper end of modified storage vessel of Figure 3 showing the multi-functional shuttle valve assembly;
  • Figure 5 is a side elevational cross sectional view of the modified storage vessel showing the shuttle valve assembly in a different operative position;
  • Figure 6 is a front elevational view of a discrete shuttle valve that can be used in combination with the storage vessel of Figure 2;
  • Figure 7 is an exploded view of the shuttle valve of Figure 6;
  • Figure 8 is a side elevational view of a piston forming part of the shuttle valve of Figure 7;
  • Figure 9 is a side elevational view of the shuttle valve of Figure 6 in a first operative position
  • Figure 10 is a side elevational view of the shuttle valve of Figure 9 is a second operative position
  • Figure 11 is a perspective exterior view of the storage vessel including an optional mounting bracket
  • Figure 12 is a side elevational cross sectional view of the storage vessel including an internal partitioning baffle.
  • the present invention provides enhanced engine aspiration and improved volumetric efficiency of an engine's intake manifold at various throttle settings. By extension, the swept volume of the cylinder(s) during the intake stroke is likewise optimized. The benefits of the present invention are particularly noticeable when the engine is under continuous heavy load e.g. wide open throttle (WOT).
  • WOT wide open throttle
  • crankcase emissions flow that are, due to environmental clean air considerations, currently returned to the engine's cylinders via the Positive Crankcase Ventilation (PCV) system and intake manifold for eradication within the combustion process
  • PCV Positive Crankcase Ventilation
  • blow-by piston ring/cylinder wall leakage
  • the blow-by is composed of inducted air/fuel mixture on the compression stroke and hot gaseous by-products of combustion on the power or combustion stroke. Some of these fluids escape past the piston's sealing rings and cylinder wall into the crankcase. Due to the high speed pumping action of the pistons, pressure builds rapidly within the crankcase. Pressure increases exponentially as more throttle is applied until maximum engine revolutions (RPM) are achieved at wide open throttle.
  • RPM maximum engine revolutions
  • the supplemental air is supplied from an air storage vessel that is selectively positioned between the engine's crankcase vent or the PCV valve and the engine's intake manifold. This will be described as being on the downstream side of the PCV valve.
  • the supplemental air is introduced in a less restrictive manner that overcomes and/or alleviates time lag problems associated with inducted air flow through the air cleaner and the mechanical constriction of the throttle valves and intake manifold itself as discussed above.
  • RPM's decrease, further reducing and slowing the manifold's intrinsic supply of incoming fresh air to the cylinders.
  • the supply of supplemental air provided by the present method and apparatus assists in overcoming this dynamic downturn.
  • the present apparatus should preferably be invisible to the computer during normal engine operation (defined as idle to intermediate engine RPM's) so as not to destabilize stoichiometric engine air/fuel ratios and/or intake manifold calibrations, including disruption to PCV valve operation.
  • the vessel's cap can include a vacuum- actuated multi-functional shuttle valve (MSV) assembly providing an independent dual flow characteristic that governs the desired flow of air exiting the storage vessel to the intake manifold at both WOT (nil vacuum), and at idle to intermediate engine RPM's (vacuum) ensuring overall computer managed efficacy of engine operation at differing power requirements.
  • MSV multi-functional shuttle valve
  • the MSV can be a discrete component located between the air vessel and the intake manifold.
  • the exhaust nipple on the MSV can be externally threaded (male thread) so that it can be screwed directly into the intake manifold.
  • the MSV is not inserted directly into the intake manifold, it is preferably positioned as closely as possible or connected directly to the manifold's OEM inlet nipple.
  • the internal cubic capacity (CC) of the conduit connecting the MSV to the intake manifold should correlate as closely as possible, be slightly less than, the internal cubic capacity (cc) of the original equipment manufacturer's PCV valve's communication conduit which connects the PCV valve to the engine's intake manifold.
  • the shuttle valve can be a discrete component or integrated into the vessel's cap for convenient operation and installation.
  • air does not necessarily have to be sourced from the engine's crankcase via its PCV system to achieve the improved supply of air to the cylinders in accordance with the present invention.
  • Another method such as for race engine configurations, would involve having a remote ancillary air manifold/vessel with at least one high flow medium ambient air filter.
  • the apparatus could be similarly screwed into the engine's intake manifold with the exception that the shuttle valve would require only one orifice.
  • the valve would therefore be configured with a large pressure sensitive "dump" flow orifice only, which will be described in more detail below.
  • FIG. 1 shows a conventional engine layout provided with the inventive system, including a negative-pressure-resistant air storage vessel 230.
  • Vessel 230 is used to supply the engine's intake manifold 124 with an on demand instantaneous flow of non-parasitic supplemental air, particularly at wide open throttle (WOT).
  • WOT wide open throttle
  • the flow is governed by the positive crankcase ventilation (PCV) valve 31 flow calibrations or by a vacuum or electronically controlled shuttle valve 400 ( Figure 3) in response to fluctuating changes in intake manifold pressure which occur at varying engine operating loads and throttle settings.
  • PCV positive crankcase ventilation
  • Figure 3 The engine shown in Figure 1 is a push rod, carburetted engine.
  • the present invention however is equally suited for use with fuel injected, overhead cam and computer managed engines, irrespective of fuel type.
  • Any of these engines can be naturally aspirated or turbo or supercharged and may be gasoline, diesel, ethanol, methanol, biodiesel or alternative fuel types.
  • An OEM (Original Equipment Manufacturer) or engine designer/manufacturer is able to easily match or calibrate the present apparatus as standard equipment, optimizing its benefits to improve engine power and performance at or near WOT. This should include a suitably calibrated transmission.
  • engine 10 includes a crankcase 20, a supply route 80 which supplies filtered air to crankcase 20, an oil return / valve train gallery 100 that channels crankcase emissions to the interior of a valve cover 30 and a PCV valve 31 on the valve cover that connects to a negative pressure resistant conduit 110 that directs crankcase emissions to air storage vessel 230.
  • the gases from crankcase 20 are forced by positive crankcase air pressure through PCV valve 31 , into conduit 110 in the direction indicated by arrow A.
  • the conduit preferably has an enlarged inner diameter (I. D.) in the range of 0.5 inches for maximum non-restrictive fluid flow to the inlet of vessel 230.
  • a second conduit 120 is a return conduit for air flow from air storage vessel 230 to engine inlet nipple 122 on intake manifold 124 in the direction of arrow B.
  • PCV valve 31 is typically a variable flow one way check valve that allows air flow only in the direction of arrow A. This prevents any reverse flow of a burning air/fuel mixture into crankcase 20 in the event of an engine backfire inside manifold 124.
  • Conduit 120 can be a single conduit that delivers air to a single or common plenum communicating with each of the manifold's intake runners. Optionally, multiple conduits can be configured for air delivery to individual intake runners. The ultimate length and inner diameter of each of conduits 1 10 and 120 can be "tuned" for optimal performance.
  • the conduits will ideally promote as little restriction to air flow as possible without at the same time being so large that they add significant uncalibrated capacity to the intake manifold at normal engine operating speeds which upset the engine's computer calibrated air/fuel rations.
  • vessel 230 is described as being mounted externally of the engine and in communication with inlet nipple 122 of intake manifold 124. It is contemplated however that the vessel could be internally installed, such as within the valve cover itself, and communication with the crankcase could be provided by a different connection point such as a dedicated check valve or coupling on the engine block, for example. It is further contemplated that the air vessel could be an engine component as an integral part of the intake manifold or a sub-system provided by the original equipment manufacturer (OEM) and/or specialty engine performance component manufacturers.
  • OEM original equipment manufacturer
  • vessel 230 can be a very simple and inexpensive enclosure manufactured from any negative pressure resistant material such as metal, nylon or reinforced polymer (plastic).
  • Vessel 230 can be as simple as an enclosure including a main housing 231 with a closure cap 233 securable to the open top of housing 230 by means of threads 234.
  • an O-ring 232 provides fluid tight sealing between housing 231 and cap 233.
  • Closure cap 233 has at least one entrance inlet nipple 210 with an entering venturi 212 for connection to conduit 110 in communication with PCV valve 31 located on valve cover 30.
  • Cap 233 also includes at least one exhaust or exit nipple 216 with an internal venturi 214. This nipple is connected to conduit 120 and permits supplemental air from vessel 230 to be directed back to the engine induction inlet 122 on intake manifold 124 as seen most clearly in Figure 1.
  • an optional reverse logic valve (not shown) which opens fully in response to a decrease in manifold vacuum or is electronically opened in response to the angular position of the throttle plate(s), as monitored by a throttle position sensor (TPS) allied to computer controlled engines, can be used to optimize the flow of air to the manifold from vessel 230 and conduits 110 and 120.
  • TPS throttle position sensor
  • PCV valve 31 Prior to engine start up, atmospheric or neutral pressure exists throughout manifold 124 and air storage vessel 230. After start up, the engine's idle mode generates high negative pressure (vacuum) inside the intake manifold. The negative pressure communicates through inlet nipple 122 of the intake manifold 124 and conduit 120 to air storage vessel 230 and then through conduit 110 to PCV valve 31 , establishing a common stabilized pressure throughout the entire system of the apparatus. As the engine continues to idle, PCV valve 31 permits a continuous, calibrated low flow of about 1 to about 3 cu.ft. per minute, or about 0.03 to about 0.09 meters / min., of positive pressure crankcase gases to flow through conduit 110 to vessel 230 and from there via conduit 120 to intake manifold 124.
  • PCV valve 31 idle-flow calibration In response to the dissipation of vacuum within the intake manifold 124 at WOT, PCV valve 31 idle-flow calibration automatically increases the flow to about 3 to about 6 cu. ft./min., or about 0.09 to about 0.17 cu. meters / minute. This increase provides for greater ventilation of high pressure piston blow-by gases being pumped into crankcase 20 which is consistent with engine operation at high rpm or at WOT.
  • the cubic capacity air available for operational purposes of vessel 230 is typically 500ml to 1 litre although smaller or larger capacities are contemplated for differing applications or when "tuning" vessel size for optimal performance. Additional capacity is preferably provided to accommodate liquid and solid fractions separated out from the crankcase emission flow. Allowing for example an extra litre for the separated contaminants, the overall cubic capacity of vessel 230 can be two litres or more. This will be dependent on the engine's state of repair, the operative climate in which the engine operator and other f actors that can affect the amount of contaminant in the flow of crankcase emissions.
  • PCV valve 31 When in operation, with the almost instantaneous dissipation of vacuum within intake manifold 124 at or near WOT, and an inverse increase in crankcase (piston blow-by) pressure due to the high speed pumping action of the pistons, PCV valve 31 is designed to automatically open to its full flow potential. WOT initiates an almost instantaneous mass evacuation or disgorgement of the present system's entire internal atmospheric or cubic air capacity downstream to the engine's cylinders via the intake manifold. This high speed mass ingestion provides a beneficial supplemental parcel of air from vessel 230 to the engine's cylinders creating a boost which increases piston speed, initially on the intake stroke, culminating in enhanced engine power and performance.
  • the consequential speedy mass evacuation of the departing incumbent parcel of air from within vessel 230 generates a partial vacuum behind it to the extent that it expedites the influx of replenishing high pressure air/emissions from crankcase 20 into vessel 230 for a continuous sustainable supply of supplemental on demand air to the intake manifold and cylinders.
  • a sequential series of cooling processes helps reduce the temperature of hot air/ emissions exiting the crankcase vent prior to, during and after exiting air storage vessel 230.
  • air is cooled as it expands and passes through conduit 110.
  • the air experiences a second cooling phase as it passes through acceleration venturi 212 of inlet nipple 210 of vessel cap 233.
  • the air cools as it enters and expands into the interior of air storage vessel 230.
  • These cooling processes are replicated in the reverse order as the air returns to the engine at inlet nipple 122 of intake manifold 124.
  • the multiple accelerations and expansions help rid the gaseous crankcase emissions flow of undesirable heavy hydrocarbons, fuel, moistures, and solid and liquid contaminants i.e. oil, water, fuel, coolant and sludge etc. to increase the air density and oxygen content which assists in maintaining engine performance gains whilst simultaneously protecting the metering orifice of the shuttle valve (MSV) from contamination as will be described below.
  • MSV shuttle valve
  • PCV valve 31 As mentioned above, its preferable to locate air vessel 230 downstream from PCV valve 31.
  • the PCV valve is itself a restrictive element and it could therefore actually impede mass air flow between vessel 230 and manifold 124 if it were located between the two.
  • vessel 230 if located downstream of PCV valve 31 , vessel 230 will no longer be invisible to the vehicle's OBC, which could cause the computer to sense the presence of additional oxygen and that would upset its operations, particularly with respect to maintaining correct stoichiometric air/fuel ratios.
  • a multi-function shuttle valve 400 located between vessel 230 and manifold 124 can be used that allows only a calibrated or metered amount of air through a small metering orifice equal or nearly equal to that which the PCV valve normally allows to flow at idle and low to intermediate RPMs.
  • the shuttle valve would move to a full flow orifice or "dump" mode to release the air in vessel 230 en mass to the intake manifold.
  • FIGS 3 and 4 show a modified linear air storage vessel 330 incorporating a vacuum operated, spring assisted piston actuated multi-function shuttle valve (MSV) 400 integrated into the vessel's cap 333.
  • the vessel is described as being “linear” in that inlet nipple 310 and exit or exhaust nipple 316 are at opposite ends of the vessel rather than both being located on the vessel's cap 333. This provides for an enhanced "fluid flow" configuration.
  • Nipple 310 and 316 can be axially aligned or axially offset from one another. As well there may be more than one of each of nipples 310 and 316. For example, there can be two of each, or one inlet and two exhaust, or two inlets and one exhaust.
  • inlet and exhaust nipples and their inner diameters can be selected for optimum results depending upon engine type and configuration. For example, there may be instances in which the use of a single larger diameter nipple is preferred to the use of 2 smaller diameter nipples and vice versa.
  • FIGS 4 and 5 are cross sectional views of valve 400 integrated into the vessel's cap 333 .
  • cap 333 is formed with an external valve body or housing
  • Port 405 is a vacuum port which places one end 403 of the cylinder in fluid communication with a source of vacuum pressure, which can conveniently be either the interior of conduit 120 or intake manifold 124 itself via a vacuum hose (not shown) that connects to nipple 406. If the vacuum hose is connected to the manifold, the manifold will require a separate nipple for this purpose. If the hose connects to conduit 120, its been found preferable if it taps into the conduit at least a few inches downstream from nipple 316, or closer to the intake manifold than to nipple 316.
  • Port 410 functions as both an outlet port to vessel 330's departing gases and an inlet port into cylinder 402.
  • Axially aligned exit port 415 of cylinder 402 functions as the outlet port for air exiting valve 400 and an inlet port into conduit 120 via exhaust nipple 316.
  • Valve 400 includes a piston 430 sized to closely fit into cylinder 402 for reciprocating movement therein.
  • the top of piston 430 is narrowed in diameter to form a boss 431 which concentrically engages and spots an expansion spring 438 located between port 405 and boss 431 in the head of cylinder 402.
  • the outer end of spring 438 bears against a steel washer 439 paired with a neoprene washer 440.
  • piston 430 Under the influence of vacuum pressure from intake manifold 124 communicated through port 406, piston 430 is drawn to the left in Figure 4, compressing spring 438 in the process. The maximum amount of movement to the left is limited by contact of boss 431 with washers 439/440. As vacuum dissipates at or near WOT, spring 438 will bias the piston away from port 405 to the right as seen in Figure 5.
  • Piston 430 is formed with three (3) orifices 441 , 445 and 450.
  • the two primary orifices 445 and 441 are spaced apart flow orifices which are formed to extend transversely through the piston.
  • the first orifice 445, located nearest boss 431 is relatively larger in diameter by comparison to that of the second orifice 441 so that it provides for the mass evacuation or dumping of the air from vessel 330 via outlet ports 410 and 415 and exhaust nipple 316 at WOT.
  • the internal diameters of linear elements 410, 445, 415 and 316 are preferably the same to avoid restrictions and to promote the accelerated evacuation of air from vessel 330, for example 3/8" (.375").
  • Second metering orifice 441 is a relatively smaller diameter metering orifice whose diameter is calibrated to allow a flow of air which is the same or substantially the same as the flow permitted in normal operation by PCV valve 31.
  • the diameter of small orifice 441 can be made available in two or more different sizes for engines of different cubic capacities.
  • a smaller available orifice can be sized to accommodate engines of up to, and including 2 (two) litres cubic capacity.
  • a second available orifice can be sized to accommodate engines having a cubic capacity greater than 2 (two) litres.
  • the third orifice 450 is a relief orifice. It's formed longitudinally through piston 430 to extend from orifice 445 to the piston's base or inner end 432, but without intersecting orifice 441.
  • piston 430 At or near wide open throttle, when the vacuum in manifold 124 dissipates, piston 430 should be quickly redeployed to the right in Figure 5 under the influence of spring 438 to switch from metering orifice 441 to larger orifice 445. Orifice 450 allows air otherwise trapped between the piston's base 432 and the end of cylinder 402 to escape harmlessly and quickly into orifice 445. Similarly, as the piston moves to the left in Figure 4 as vacuum in the intake manifold increases, orifice 450 breaks the suctioning effect that would otherwise occur in the space between piston end 432 and the outer end of the cylinder.
  • the vacuum inside manifold 124 is sufficient to draw piston 430 to the left in Figure 4 to compress bias spring 438 so that metering orifice 441 is axially aligned with cylinder housing orifices 410 and 415 and exhaust nipple 316 to allow a metered volume of calibrated air to flow from vessel 330 to the engine's intake manifold.
  • Selectively piston 430 can be made of a light metal or reinforced plastic to facilitate its back and forth movement. It and spring 438 can be inserted through a removable cap 434 that forms and seals the bottom of cylinder 402.
  • the shuttle valve provides the present apparatus and the engine with benefits including: 1.
  • the valve fully opens at WOT (nil manifold pressure / vacuum) for mass disgorgement or "dumping" of air from vessel 330 into the intake manifold, with the possible added benefit of simultaneously reducing crankcase pressures and cooling the crankcase, the components in and around the crankcase and the engine's lubricating oil;
  • WOT vacuum manifold pressure / vacuum
  • valve shifts to a smaller metering orifice for reduced flow characteristics to provide for overall efficient engine operation, including WOT if required as a fail safe;
  • valve's metering orifice 441 shields the vessel's volume from the sensors of the engine's on board computer other than at WOT;
  • the valve provides harmonization with the inherent design flow characteristics of the vehicle's normal PCV valve operation.
  • air can be evenly distributed to individual intake runners via a discrete manifold means or similarly between individual runners as desired.
  • the use of the present invention improves initial engine piston speed and power output by delivering an instantaneous parcel of unrestricted combustible supplemental air at the commencement of the piston's intake stroke especially at or near WOT.
  • Linear downstream advantages include:
  • Carburetted, throttled body or direct injection engine fuel delivery systems are (or can be) calibrated to deliver enriched fuel mixtures at WOT conditions; the addition of supplemental air is conducive to enhanced combustion culminating in improved engine horsepower and torque generation;
  • a continuum in the supply of combustible supplemental air prolongs piston speed (RPM) under increasing engine load, as opposed to normal declining RPM which is consistent with the dissipation in the speed of the engine's linearly inducted fresh air charge.
  • the shuttle valve can be implemented in different ways.
  • the shuttle valve can be a discrete component not incorporated into or as part of vessel 330.
  • the shuttle valve can be a discrete component not incorporated into or as part of vessel 330.
  • valve 600 includes a valve body 601 formed with an integral entry nipple 614 for connection in fluid communication, such as by means of a conduit (not shown) with respective air vessel exhaust nipple or nipples 216 and an exhaust nipple 616 that connects with downstream conduit 120 for the flow of air in the direction of arrow "A" from vessel 230 ( Figure 1) to intake manifold 124.
  • valve body The upper end of the valve body is formed with a male threaded bushing 606 for connection to a female threaded screw-on nipple 607.
  • a rubber or neoprene backed metal washer 608 ( Figure 7) seals between nipple 607 and bushing 606.
  • Nipple 607 is adapted for connection to a vacuum line (not shown) that delivers vacuum pressure to the shuttle valve from manifold 124.
  • cylinder 602 is formed inside main valve body 601 to closely receive piston 630 for up and down reciprocating movement therein.
  • Piston 630 is substantially identical to piston 430 described above in relation to the embodiment of Figures 3 to 5, including having a metering orifice 640, a larger diameter orifice 645 and a relief orifice 650.
  • piston 630 is formed with a flat 631 on one of its faces offset at 90° to orifices 640 and 645.
  • Valve body 601 includes an opening 651 (451 in Figure 3) for a set screw 652 having a flat machined end face 653 that projects sufficiently into the cylinder to oppose flat 631 in close enough proximity to negate piston rotation and orifice misalignment.
  • valve 600 In operation, at low to intermediate RPMs, with valve 600 installed vertically, the vacuum communicated through nipple 607 pulls piston 630 to the top of cylinder 602, axially aligning small metering orifice 640 with inlet nipples 614 and exhaust nipple 616 as shown most clearly in Figure 9 to allow a metered calibrated flow of air from vessel 230 to intake manifold 124.
  • each nipple may be respectively connected to its own valve 600.
  • the valves will be substantially identical in structure and function to the valve described above with the exception that the second and any additional valves can have a large diameter orifice 645 only, the metering orifice 640 in the first valve being normally sufficient by itself to allow a flow of air that is the same or substantially the same as the flow permitted in normal operation by PCV valve 31. If multiple valves 600 are used, but the intake manifold has only a single inlet nipple 122 additional manifold inlets will have to be installed i.e. between intake ports on older manifolds or the manifold air runners or directly into the air runners themselves.
  • conduits 120 from each valve can be connected to the respective nipples.
  • the conduits from two valves 600 can be respectively connected to them by adding a nipple to the second plane.
  • valve for mechanical or electrical operation as opposed to using vacuum (negative) pressure as a means to bias the piston, so the valve need not be mounted vertically.
  • piston 630 is moved by a spring, a motor or any other "proactive" means, the valve can be mounted at any angle, even upside down.
  • the shuttle valve may in some instances be able to replace the OEM PCV valve altogether. If the incumbent PCV valve is removed from its current position, say in the valve cover, and the shuttle valve inserted in its place, vessel 230's function as an atmospheric storage vessel could be replaced by that of the internal environs (cubic capacity) of the engine. However, this configuration, if used, might result in excessive contaminated crankcase emissions migrating at WOT downstream to the engine intake manifold.
  • exhaust nipple 616 can have an external (male) thread applied, which then may be screwed directly into a matching (female) threaded aperture strategically placed in manifold 124.
  • the redundant intake manifold nipple can be effectively sealed with a rubber vacuum cap or something similar. In this configuration, to prevent excessive contaminating crankcase emissions from degrading the fresh air/fuel charge and critical engine components and processes, it is advisable to attach air storage vessel 230, inclusive of optional emission separation elements, to the MSVs inlet nipple 614.
  • Nipple 614 would therefore be connected to air storage vessel's outlet nipple 216 via conduit 120, and inlet nipple 210 of the air storage vessel would be connected via conduit 1 10 to the crankcase vent which formerly housed the PCV valve.
  • Figure 12 shows an additional modification to vessel 230 to include an internal partition 218.
  • the partition directs the inflow of crankcase emissions through a majority of the interior volume of the vessel before flowing out from the vessel to the engine's cylinders via the intake manifold.
  • the partition is preferably a baffle substantially parallel to housing 231 with a length preferably at least half as long as housing 231 and of course shorter than the total length of the housing.
  • the gap 219 beneath the baffle enables the air to move through the majority of the interior volume of the vessel before exiting nipple 216. Diverting the emissions flow in this way allows the emissions to cool which increases their density and can prompt separation of contaminants.
  • Vessel 230/330 can be opened periodically for cleaning but otherwise requires no ongoing maintenance nor does it require any disposable or replaceable filtering, contaminant separating, or cleaning elements, although such elements are optional.
  • the entire system is therefore economical to manufacture.
  • the system is easy to install as an "after market” product. A person with basic mechanical skills can easily achieve this task.
  • the inner diameters of nipples 122, 210, 216, 310, 316, 614 and 616 are conformed or tuned to the characteristics of conduits 1 10 and 120. If the inner diameter of conduits 110 and 120 are 0.5 inches, the inner diameter of the nipples can be .375 inches/9.525 mm but this is not limitative. Similarly, the inner diameters of large orifices 445/645 will be the same as the inner diameters of the nipples, but again this is not limitative and there may be instances when the I.D.s are different.
  • the system of the present invention is essentially a sealed system that ingests only calibrated gases from the crankcase via the PCV valve. With the exception of the shuttle valve opening at WOT, the system remains invisible to the engine's computer management system and does not disrupt design calibrations of the engine's intake manifold or stoichiometric air-fuel ratios.
  • Vessel 230 can include an optional bracket 205 for mounting the vessel inside the engine compartment, as seen in Figure 1 1.
  • test results were obtained using an air vessel 330 having 2 inlet nipples 310, 2 exhaust nipples 316 and 2 MSV valves 600 respectively connected to nipples 316, all nipples having a 3/8" I. D.
  • test results will vary from engine to engine, the testing equipment used and the number of valves and orifice(s) size(s) employed.

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

Abstract

L'invention concerne un procédé et un appareil pour augmenter la quantité d'air combustible adressée aux cylindres en aval du ou des papillons de collecteur d'admission d'un moteur à combustion interne, comportant la direction de l'air du carter du moteur à un récipient de stockage d'air et la direction de l'air du récipient de stockage aux cylindres du moteur pour la combustion.
PCT/CA2008/001324 2007-07-19 2008-07-21 Procédé et appareil pour une aspiration de moteur améliorée WO2009009902A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CA002594138A CA2594138A1 (fr) 2007-07-19 2007-07-19 Procede et dispositif d'aspiration amelioree pour moteur
CA2,594,138 2007-07-19

Publications (1)

Publication Number Publication Date
WO2009009902A1 true WO2009009902A1 (fr) 2009-01-22

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Cited By (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2014234813A (ja) * 2013-06-05 2014-12-15 本田技研工業株式会社 ブローバイガス環流装置
US9109523B2 (en) 2013-01-18 2015-08-18 Ford Global Technologies, Llc Methods and systems for humidity and PCV flow detection via an exhaust gas sensor
US9234476B2 (en) 2014-04-14 2016-01-12 Ford Global Technologies, Llc Methods and systems for determining a fuel concentration in engine oil using an intake oxygen sensor
US9441564B2 (en) 2014-04-14 2016-09-13 Ford Global Technologies, Llc Methods and systems for adjusting EGR based on an impact of PCV hydrocarbons on an intake oxygen sensor
US10174650B2 (en) 2014-11-21 2019-01-08 Ford Global Technologies, Llc Vehicle with integrated turbocharger oil control restriction
RU2676831C2 (ru) * 2013-09-25 2019-01-11 Форд Глобал Текнолоджиз, Ллк Способ (варианты) и система для определения влажности воздуха и наличия потока из картера посредством датчика выхлопного газа
WO2022035387A1 (fr) * 2020-08-12 2022-02-17 Caglayan Derya Dispositif d'économie de carburant et de performance

Families Citing this family (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN102748164B (zh) * 2012-07-26 2014-03-12 庄景阳 转速信号控制进气增压器的阀门控制装置
CN102748163B (zh) * 2012-07-26 2013-11-13 庄景阳 可变量程的进气增压器

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US3250062A (en) * 1964-07-20 1966-05-10 Lusk Hilton Frank Crankcase emission liquid collector
US4089309A (en) * 1975-12-31 1978-05-16 Bush Elmer W Crankcase emission separator and collector
US4409950A (en) * 1981-05-07 1983-10-18 Nathan Goldberg Fuel saver and pollution control device
WO1985003553A1 (fr) * 1984-02-08 1985-08-15 John Manolis Dispositif d'emissions du carter moteur
US4683909A (en) * 1984-02-09 1987-08-04 Mannesmann Rexroth Gmbh Reservoir loading valve with pressure protection of the reservoir circuit
US6925994B2 (en) * 2003-06-03 2005-08-09 Richard G. Michel Regulated engine crankcase gas filter

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US3250062A (en) * 1964-07-20 1966-05-10 Lusk Hilton Frank Crankcase emission liquid collector
US4089309A (en) * 1975-12-31 1978-05-16 Bush Elmer W Crankcase emission separator and collector
US4409950A (en) * 1981-05-07 1983-10-18 Nathan Goldberg Fuel saver and pollution control device
WO1985003553A1 (fr) * 1984-02-08 1985-08-15 John Manolis Dispositif d'emissions du carter moteur
US4683909A (en) * 1984-02-09 1987-08-04 Mannesmann Rexroth Gmbh Reservoir loading valve with pressure protection of the reservoir circuit
US6925994B2 (en) * 2003-06-03 2005-08-09 Richard G. Michel Regulated engine crankcase gas filter

Cited By (10)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9109523B2 (en) 2013-01-18 2015-08-18 Ford Global Technologies, Llc Methods and systems for humidity and PCV flow detection via an exhaust gas sensor
US9797323B2 (en) 2013-01-18 2017-10-24 Ford Global Technologies, Llc Methods and systems for humidity and PCV flow detection via an exhaust gas sensor
JP2014234813A (ja) * 2013-06-05 2014-12-15 本田技研工業株式会社 ブローバイガス環流装置
RU2676831C2 (ru) * 2013-09-25 2019-01-11 Форд Глобал Текнолоджиз, Ллк Способ (варианты) и система для определения влажности воздуха и наличия потока из картера посредством датчика выхлопного газа
US9234476B2 (en) 2014-04-14 2016-01-12 Ford Global Technologies, Llc Methods and systems for determining a fuel concentration in engine oil using an intake oxygen sensor
US9366197B2 (en) 2014-04-14 2016-06-14 Ford Global Technologies, Llc Methods and systems for determining a fuel concentration in engine oil using an intake oxygen sensor
US9441564B2 (en) 2014-04-14 2016-09-13 Ford Global Technologies, Llc Methods and systems for adjusting EGR based on an impact of PCV hydrocarbons on an intake oxygen sensor
US9897027B2 (en) 2014-04-14 2018-02-20 Ford Global Technologies, Llc Methods and systems for adjusting EGR based on an impact of PCV hydrocarbons on an intake oxygen sensor
US10174650B2 (en) 2014-11-21 2019-01-08 Ford Global Technologies, Llc Vehicle with integrated turbocharger oil control restriction
WO2022035387A1 (fr) * 2020-08-12 2022-02-17 Caglayan Derya Dispositif d'économie de carburant et de performance

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