WO2011138588A1

WO2011138588A1 - A blow-by gas energiser device

Info

Publication number: WO2011138588A1
Application number: PCT/GB2011/000690
Authority: WO
Inventors: Arumugam Gunasegaran; Set Cheng Gunasegaran; Nivashini Gunasegaran; Vignas Gunasegaran
Original assignee: Arumugam Gunasegaran; Set Cheng Gunasegaran; Nivashini Gunasegaran; Vignas Gunasegaran
Priority date: 2010-05-05
Filing date: 2011-05-05
Publication date: 2011-11-10
Also published as: CN103026014A; GB201007521D0; GB2480232A; GB2480232B

Abstract

A blow-by gas energiser device (1) suitable for connection to the plenum chamber or intake manifold of an engine. The device comprises a conduit with an inlet and an outlet through which a fluid may flow and pulsating means to impart a pulsating motion on a fluid flowing through said device from the inlet to the outlet and swirl means for imparting a swirl motion on a fluid flowing through said device from the inlet to the outlet. The pulsating means comprises an expansion chamber (20) between said inlet and said outlet, into which fluid flowing through said device may flow; and the expansion chamber (20) is fluidly connected via a venturi orifice (21) to said conduit at a side thereof; and the device is sealed and the only external fluid connections are the inlet and outlet of the conduit.

Description

A Blow-By Gas Energiser Device

The present invention relates to a blow-by gas energiser device, in particular, but not exclusively an engine blow-by gas energiser device for connecting to the plenum chamber / intake manifold of an internal combustion engine using appropriate means.

Engine efficiency may be evaluated in a number of different ways. In the example of vehicles powered by internal combustion engines, improved engine efficiency may be an increase in useful work/power output from the engine and/or reduced fuel consumption and exhaust emissions. A 100% increase in miles per gallon (MPG) attained may equate to an almost 50% reduction in fuel consumption and similar proportions of each of the various constituents of exhaust emissions.

The efficiencies of most internal combustion engines in the 21^st century are typically below 40% in terms of their useful work output which implies that significant amounts of energy resources are being wasted.

One of the many reasons for reduced engine efficiencies and waste of energy resources may be attributed to the design tolerances and clearances of an engine's moving parts together with wear and tear of engine parts such as valve seats, cylinder walls and piston rings. Though tolerances are essential for moving parts, they can cause blow by gases, comprising air, fuel, engine oil mist, water vapour and other byproducts of the combustion process, to leak out of the combustion chamber. Besides loss of engine compression, these blow by gases are a waste of energy resources.

The leakage of blow by gases may cause a loss of energy resources in all phases of the intake, compression, power and exhaust strokes of a typical 4-stroke internal combustion engine. With increasing wear and tear due to usage, the mass of blow by gases may increase resulting in further reduced engine efficiency and increased fuel consumption. Blow by gases lead to pressure build up in the engine crankcase, which must be released.

In early engines, the pressure build up in the crankcase was released by venting the blow by gases into the atmosphere. Emission control regulations have resulted in the use of positive crankcase ventilation (PCV) systems designed to vent the blow by gases into the combustion chamber. These PCV systems generally comprise a oneway valve and breather hoses to channel the blow by gases from the crankcase into the combustion chamber via the plenum chamber / intake manifold. In order to ensure efficient combustion in an internal combustion engine, it is necessary for the fuel and air to be thoroughly mixed. As fuels used in internal combustion engines are generally in a liquid state and air containing oxygen is in a gaseous state, the fuel is first atomized in order to assist in the creation of a homogenous air/fuel (A F) mixture needed for the rapid and complete combustion process. For this reason, fuel injectors and carburettors make use of the venturi effect to atomise liquid fuel prior to its mixing with the fresh charge of air stream.

For a rapid combustion process, 'seeding' the combustion chamber with a fine and distributed spray of fuel improves the combustion propagation speed. An analogy is the spraying of a fine spray of fuel on a stack of hay for instantaneous combustion compared to pouring the liquid fuel onto the hay.

A factor that determines an engine's work/power output is the charge fill within the combustion chamber. At high engine revolutions, the turbulence in the flow of the fresh charge of A/F mixture into the combustion chamber is known to reduce the charge fill within the combustion chamber resulting in reduced work/power output.

Although avoiding the venting of blow by gases into the environment is advantageous in terms of emissions, the mixing of the blow by gases with the fresh charge of air/fuel (A/F) mixture in the combustion chamber can reduce the combustibility of the fresh charge of A/F mixture, leading to reduced engine efficiency. Blow by gases are known to lower the octane rating of the fresh charge of A/F mixture resulting in reduced work/power output due to premature detonation. The present invention seeks to overcome or at least ameliorate at least one problem associated with the known art.

According to a first aspect of the present invention there is provided a blow-by gas energiser device suitable for connection to the plenum chamber or intake manifold of an engine; the device comprising: a conduit with an inlet and an outlet through which a fluid may flow; and pulsating means to impart a pulsating motion on a fluid flowing through said device from the inlet to the outlet; and swirl means for imparting a swirl motion on a fluid flowing through said device from the inlet to the outlet; wherein the pulsating means comprises an expansion chamber between said inlet and said outlet, into which fluid flowing through said device may flow; and wherein the expansion chamber is fluidly connected via a venturi orifice to said conduit at a side thereof; and wherein the device is sealed and the only external fluid connections are the inlet and outlet of the conduit. It has been found that such a device may be used to improve the mixing of blow by gases for return to the engine of vehicle. When the expansion chamber is described as being at a side of the conduit, the expansion chamber may be connected so that in use, fluid flowing in the device need not flow directly from the inlet to the outlet of the device and may flow from the inlet out of the conduit into the expansion chamber and then return to the consult and exit the device through the outlet.

The term energiser is used to mean means for providing the fluid with increased energy for mixing, for example, but not exclusively, in the form of swirl motions, increased velocities and/or pressure pulsations.

The conduit may be formed as a tube and may be of any shape or form, for example curved and/or formed with non-constant diameter. The inlet of the conduit may be connected in use to a breather hose from the engine cylinder head cover. The device may be integrated to the design of the outlet of the engine cylinder head cover. The outlet may be connected in use to a breather hose from the plenum chamber/intake manifold of an engine. The device may be integrated to the design of the inlet of the plenum/intake manifold.

The device may be formed of metal, plastics or a composite material. The materials used to manufacture the device may be chosen dependent on the fluid, e.g. flammable gases, passing through the device. The materials may be heat resistant. The device may be formed by machining or any type of moulding, e.g. injection moulding. Although the device is suitable for installation to a plenum chamber/intake manifold of a engine/vehicle, the device and its principles of operation may be used in other applications in order to increase the gas energy. The energy to increase the gas energy may be derived from the use of vacuum forces developed in the plenum chamber/intake manifold of internal combustion engines.

In petrol engines, the additional vacuum forces developed during closed throttle conditions such as when idling or cruising may be used by the device to increase urban MPG to make it almost equal to extra urban MPG.

The use of external vacuum pumps powered by electrical means or flow of exhaust gases as in the case of superchargers and turbochargers may contribute towards generating additional energy to energise the gas in extra urban driving conditions when there are reduced vacuum forces. This may lead to increases in extra urban MPG.

The conduit may comprise barbs on each of its inlet and outlet. This permits fluid connections, such as ducts or hosing to be attached. Further sealing means may be used to ensure fluid, e.g. partially burnt hydrocarbons flowing in the device do not escape to the atmosphere. Where the device is fitted to the breather hose that connects the cylinder head cover to the plenum chamber/intake manifold, the barbs may provide a practical option for retro-fitting on existing engines.

As an alternative, the device may be integrally formed with a hose, for example a hose in an engine/vehicle. The device and/or aspects and features of the device may be provided in suitable fluid conduits, for example fluid conduits in an engine/vehicle. When incorporated in the engine design of new engines, the device may preferably be integrated to the inlet of the plenum chamber/intake manifold. Preferably, the swirl means comprises a helical formation, such as a thread formed internally in or on said conduit. In the alternative to a thread, a spiral form inserted in tube could be formed to impart the swirl motion. The conduit itself may be formed helically. The thread may be machined into the internal surface of the conduit or may be an additional separate part. Swirl baffles could be provided in the conduit. The expansion chamber may be formed simply as a cylindrical chamber with a larger internal volume than the internal volume of the tube section, or with a larger internal diameter than the conduit section. The venturi orifice may serve to increase the velocity of fluid flowing from the expansion chamber through said orifice. The venturi orifice may atomise the fluid flowing through it. The venturi orifice may have a circular cross section.

Preferably, the expansion chamber is formed as a converging nozzle which converges in a direction towards a longitudinal axis of said tube. This means that the cross section of the expansion chamber increases away from the venturi orifice. The nozzle may converge such that the profile of the nozzle is curved.

Preferably a first expanding nozzle is provided between said venturi orifice and said conduit. In this way, the nozzle of the expansion chamber and the first nozzle meet with their respective smallest diameter at the venturi orifice. The maximum diameter of the first nozzle may be smaller than the maximum diameter of the converging nozzle of the expansion chamber. Preferably, the first expanding nozzle is formed with a section of helical formation such as an internal thread proximate the conduit. This section of internal thread may be of constant diameter or it may follow the profile of the nozzle.

The expansion chamber and the fluid connecting parts may be arranged such that the internal diameter of the conduit is kept free of obstruction.

Preferably, the expansion chamber is orientated orthogonal, i.e. at an angle of substantially 90°, to the longitudinal axis of the tube. The venturi orifice and expansion chamber may share a common axis.

Preferably, the expansion chamber is inclined at an angle less than 90° to the central longitudinal axis of the conduit. The angle of inclination may be 45° or any other suitable angle. The expansion chamber may be inclined in line with fluid flow. Preferably, the tube is formed with a smaller diameter in the region of the fluid connection between the inlet and/or outlet of the conduit compared to the internal diameter of a breather hose connected thereto. In this way, the fluid flow is increased in the region of the inlet to the expansion chamber. Alternatively, the device may be formed with a reduced diameter section, which section is smaller than sections of the conduit at the inlet and outlet of the conduit.

Preferably, an internal vortex profile is provided opposite the first expanding nozzle, the vortex profile expanding toward the longitudinal axis of the conduit.

Preferably, the vortex profile is formed with a section of internal thread proximate the conduit. This internal thread may be formed with a constant diameter or may follow the form of the vortex profile. The device may be formed of a number of separate pieces to improve the manufacture and assembly. These parts may be provided with corresponding engaging threads to permit assembly.

Preferably, the expansion chamber is provided with a further fluid inlet comprising a one way valve. This one way valve may serve to permit additional air and/or water vapour to be introduced into the device for mixing with a fluid flowing through said device.

Preferably, the inlet and outlet of the tube are formed with barb connectors. These barb connectors permit the device to be installed readily to the PCV breather hose of an engine/vehicle.

According to a second aspect of the present invention there is provided an internal combustion engine comprising a gas energiser device according to the first aspect of the invention or any preferable feature thereof. The device may be installed in a new engine/vehicle or may be retrofitted to an existing engine/vehicle.

Preferably, the engine further comprises a conduit for fluidly connecting the crankcase to the air inlet of the engine, wherein the device is fluidly connected inline with the conduit at a point along its length. The position of the device on the conduit may be chosen to optimise the effect of the device to energise a gas flowing therethrough. The device is preferably positioned as close as possible to the plenum chamber or intake manifold of the engine. The internal diameter of the tube or conduit of the device may be chosen to be one third of the internal diameter of the breather hose between the engine crankcase and the plenum chamber / intake manifold.

The flow velocity through the device may be further increased using externally powered vacuum pumps or boosters. According to a third aspect of the present invention there is provided a method of energising a gas, including atomizing and/or increasing flow velocity, and imparting a swirl motion and a pulsating motion using a device according to the first aspect of the invention. Preferably, the method includes installing the device in a fluid conduit. The fluid conduit may be a conduit from an engine crankcase to the plenum chamber/intake manifold of an engine.

The invention will now be described by way of example with reference to the drawings, in which:

Figure 1 shows a side view of a gas energiser device according to an embodiment of the present invention;

Figures 2a to 2d show sectional side views of four components of the embodiment of Figure 1 ;

Figure 3 shows a sectional top view of the device of Figure 1 ;

Figure 4 shows an embodiment not forming part of the present invention.

Figure 1 shows a gas energiser device, generally at 1 , according to an embodiment of the present invention.

In the embodiment shown, the device 1 comprises four component parts. These parts are a main section 2, a top cover 3, an orifice section 4 and a bottom cover 5, which are shown in cross-sectional side view in Figures 2a to 2d respectively. Whilst preferably dimensions are stated in this description and Figures 2a to 2d and 3 are provided with dimensions in millimetres, the actual design dimensions and material used will vary with the production process and engine design. However, the dimensions may serve to suggest proportional relationships between different parts.

The main section 2 comprises a fluid conduit in the form of a cylindrical tube section 6 with a circular cross section. The tube section 6 comprises, an inlet and an outlet and at a first end thereof, i.e. the inlet, a first barb connector 7b for attachment to a breather hose (not shown) from the engine cylinder head cover of an engine. At the second end of the tube section 6, i.e. the outlet, a second barb connector 7a is provided for attachment to a breather hose (not shown) to the plenum chamber/intake manifold of an engine.

The internal diameter of the cross-section of the tube section 6 is chosen to be about 4mm that is about a half of the internal diameter of the breather hoses, connected thereto in use, which are generally about 9mm. The internal 4mm bore 8 of the tube section 6 is threaded. The central portion of the main section 2 comprises a 16mm external diameter generally barrel shaped section 9, with a 10mm internal diameter tube section 10. This internal diameter tube section 10 extends through both top and bottom of the barrel section 9 and is orthogonal to the tube section 6 and fluidly connected thereto. The internal diameter tube section 10 has an internal thread 12 to permit the orifice section 4, which is provided with an external thread 19, to be screwed into the top side of the internal diameter tube section 10 and the bottom cover 5, which is also provided with an external thread 13, to be screwed into the bottom of the internal diameter tube section 10.

The bottom cover 5 comprises a cylindrical part 15 with an external thread 13. The cylindrical part 15 is formed with a cap 16 at one end which extends radially so as to provide a seal with the end face of the barrel section 9 when the bottom cover is screwed into the bottom side of internal diameter tube section 10. The cylindrical part 15 is also formed with an internal screw profile 14 of internal diameter 4mm leading to a vortex profile that converges from 4mm to a point at the cap end of the bottom cover. For use, this bottom cover 5 is screwed into the bottom threaded section of the 10mm internal diameter section 10 in the middle of the cylindrical tube section 6. The orifice section 4 is formed generally as a cylinder with a stepped external profile such that the orifice section has a larger diameter section 18 connected to a smaller diameter section 17. The larger diameter section 18 is provided with an external screw thread 24.

The smaller diameter section 17 is formed with an external thread 19 which may be screwed into the top part of the internal diameter tube section 10 of the main section 2. When fitted, the step in the profile sits atop the top face of the barrel section 9. As shown in the cross-section of Figure 2c, the large diameter section 18 is formed with an upper expansion chamber 20 formed with an internal converging vortex profile, which converges from the open end of larger diameter section 18 towards a venturi orifice 21 of internal diameter 1 mm positioned approximately in line with the step in the profile of the orifice section 4. The expansion chamber 20 is fluidly connected, via the venturi orifice 21 , with a lower expansion chamber 22, formed with an expanding vortex profile, which expands from the venturi orifice 21 towards the open end of the smaller diameter section 17. The internal cross-section of the upper expansion chamber 20 is shaped as a converging vortex nozzle 27, its cross-section tapering, with a vortex profile, towards the venturi orifice 21.

The internal diameter of the upper expansion chamber 20 reduces from 14mm to 1 mm. The internal cross section of the lower expanding vortex expansion chamber 22 is also shaped as a vortex nozzle 28 that tapers with a vortex profile toward the venturi orifice 21. The internal diameter of the lower expanding vortex expansion chamber 22 expands from an internal diameter of 1mm to an internal diameter of 4mm that leads to a threaded circular section 23 of internal diameter 4mm before.

When the orifice section 4 and bottom cover 5 are assembled, these parts extend in line with the internal threaded bore 8 of the cylindrical tube section 6 of the main section 2.

An air-tight top cover 3, which has an internal thread 25, is screwed over the top of the orifice section 4 on thread 24. In the embodiment shown, when installed, the orifice section 4 has no fluid connections with the atmosphere. Suitable sealing means may be provided to ensure an air-tight seal between the components of the device. The device may be formed of any suitable material, for examples metals, plastics or composite materials. Although described as being formed of separate parts, it is envisaged that the device may be formed as one piece. As can be seen from the figures, the device is symmetrical about the central axis of the barrel shaped section 9.

The operation of the device when installed in an engine will now be described. The location of installation depends on the design of the engine, but in a typical example, the device is installed in line with a connecting hose between the plenum chamber/intake manifold and the engine cylinder head cover. Where an engine is fitted with a closed loop ventilation system, the device may be fitted between the ventilation valves and the plenum chamber/intake manifold. In an alternative engine design, the device may be fitted to the breather hose that connects the engine cylinder head cover to plenum chamber/ intake manifold. The barb connectors 7a, 7b allow the device to be installed in line with existing hosing. Other connection means are also envisaged. Although the device has been described as being used in the retro-fit market, the device or features of the device may be incorporated in the design of new engines. When incorporated in the engine design of new engines, the device may preferably be integrated to the inlet of the plenum chamber/intake manifold.

When an engine is running, the lower pressure in the plenum chamber / intake manifold draws blow by gases from the engine crankcase through the internally threaded bore 8 of the cylindrical tube 6 of the hose connector in the direction from barb connector 7b to 7a as shown by arrow 29.

As the blow by gases flow through the internally threaded bore 8, the flow velocity increases almost five fold due to the 50% reduced internal diameter of the bore 8 compared to the internal diameters of breather hoses. This reduction in internal diameter has been tested to allow an increase in flow velocity without restricting the flow of the blow by gases. The internally threaded profile of the bore 8 serves as swirl means and imparts a swirl motion to the increased velocity flow of the blow by gases. The swirling and increased flow velocity of the blow by gases creates a low pressure in the cylindrical tube 6 of the main section 2 at the intersection point 26 where the main section 2 and bottom cover 5 terminate in the cylindrical tube section 6. The low pressures at the intersection point 26 draw out the contents of the converging vortex nozzle 27 of the expansion chamber 20 through the venturi orifice 21 and the expanding vortex nozzle 28 that terminates with the internal screw profile 23. During the flow of the contents of the expansion chamber 20, the vortex profile imparts a swirl motion to the flow. The swirling flow is atomised during its passage through the venturi orifice 21. On emerging out of the venturi orifice 21 , the atomised flow is further swirled by the expanding vortex nozzle 28 and screw profile 23. The momentum of the swirling atomised flow is maintained as it flows through the internal screw profile of the cylindrical tube section 6 in the direction shown by the arrow 29.

As the contents of the expansion chamber 20 are drawn out, the partial vacuum created within will reverse the direction of flow from the intersection point 26 to the expansion chamber 20. The expansion chamber serves as pulsating means in that alternating low pressures between the intersection point 26 and the expansion chamber 20 generates pulse surges upon the main flow of the engine blow by gases flowing into the plenum chamber / intake manifold in the direction indicated by arrow 29.

The bottom cover 5 will also generate pulse surges in the opposite direction. The difference in the direction and pulsating forces generated by the orifice section 4 and bottom cover 5 at the intersection point 26 will impart a turning moment that further energises the swirling flow of blow by gases in the direction indicated by arrow 29.

When the increased velocity, atomized, swirling and pulsating flow of blow by gases enter the combustion chamber via the plenum chamber / intake manifold, the energised blow by gases thoroughly mix with the fresh charge of air/fuel (A/F) mixture and also contributes to increasing the charge fill within the combustion chamber.

Atomising a fraction of the blow by gases serves to 'seed' the combustion process for rapid combustions. The atomised, widely distributed and energised blow by gases increase the octane rating of the fresh charge of air/fuel mixture to avoid efficiency losses due to pre-detonations, similar to fuel additives added to increase the octane rating of the fuel. This is confirmed by the improved work/power output of engines fitted with the inventive device. It should be noted that in both petrol and diesel engines, the lower pressures in the plenum chamber/intake manifold will draw the blow by gases from the engine crankcase and into the combustion chamber in the direction indicated by arrow 29. For vehicles powered by petrol engines, where additional 'negative' vacuum forces are generated when the throttle plate is closed whilst idling or cruise driving (minimal load), this inventive device makes positive use of this otherwise wasted energy to energise the blow by gases. This increases urban MPG of petrol engines to become almost equal to extra urban MPG.

This device has been tested to increase urban MPG of petrol powered vehicles to become almost equal to the extra urban MPG.

The above described embodiment of the device does not consume consumables. Without any moving parts, it does not require maintenance. Its generic design makes it applicable to both spark ignition petrol engines and compression ignited diesel engines used in applications ranging from road transport vehicles, marine vessels, mobile applications and power generators. Since the aim of the invention is to develop a practical solution to current global concerns related to global warming, climate changes, environmental pollution and depletion of the planet's finite fossil fuel energy resources, it was decided that performance tests must be conducted in real life situations rather than controlled laboratories conditions.

In the official fuel consumption tests, the vehicle is stored overnight in an air conditioned environment where temperatures are maintained at temperatures similar to a British Summer day. Then the urban and extra urban mileage tests are conducted on a rolling road. The combined mileage is computed from the urban and extra urban mileages.

For the urban test, the rolling road simulates an average speed of 12mph (19 km/h) with maximum speeds of 30mph (48 km/h) with several stops to simulate urban driving. The test distance is 2.3 miles (3.7 km). For the extra urban test, the rolling road simulates an average speed of 35mph (56 km/h) with maximum speeds of 75mph (120 km/h) with stops and accelerations to simulate extra urban driving. The test distance is 4.5 miles (7.2 km). This test is done immediately after the urban test.

For the combined fuel consumption, the following formula is used:

Combined Mileage = (( Urban MPG x 2.3 ) + ( Extra Urban MPG x 4.5 ))/6.8 Equation 1

In the tests of the present invention, rather than store the test vehicle overnight in a temperature controlled environment, the vehicle is first driven for 2 miles (3.2 km) over 10 minutes before each test. This is sufficient to raise the temperature to the optimal operating temperatures to avoid the warming up cycle (similar to using the choke in old engines).

After the warm up, the fuel tank was filled to the brim. After the urban and extra urban tests, the fuel tank was again filled to the brim to evaluate the fuel consumption. The same petrol kiosk and fuel pump was used to ensure fuel quality and calibrations of the fuel pumps are similar. This method was preferred over the official method of using a measuring device to meter the fuel because of the need for a practical test. Filling the fuel tank meant overfilling slightly to ensure that the mpg figures are not understated. For the urban test, the vehicle was driven at an average speed of 12 mph (19 km/h) with maximum speeds of 30 mph (48 km/h) on an urban high street. The vehicle was driven for 12 miles (19 km) over 1 hour to obtain a good average performance on a real urban test drive. The extra urban test followed immediately after the urban test. The vehicle was driven at an average speed of 35 mph (56 km/h) with maximum speeds of 75 mph (120 km/h) on the A12 and M11 roads on the same day. The vehicle was driven for 30 miles (48 km) over 50 minutes to obtain a good average performance on a real extra urban test drive. Table 1 shows the test data using a 2001 Toyota Yaris vvti 1300cc vehicle that had clocked a mileage of 65500 (105412 km). No external means were used to counter the Engine Control Unit (ECU) from adapting fuel injections to attain the factory-set predicted fuel consumption (mpg). Accordingly, the results were achieved by just installing a device in accordance with an embodiment of the present invention. Testing was conducted with an air temperature of 1 °C.

Table 1 shows official, independent and the inventors' performance data of a Toyota Yaris vehicle used for the tests for urban, extra urban and combined fuel consumption without an embodiment in accordance with the present invention. Performance data is also shown for a 2009 Toyota Yaris 1.33 vehicle with a 6-speed gearbox. Test data is shown with an embodiment of the present invention installed. A percentage comparison is shown between the vehicle with the inventive device over the test vehicle without the device and also a 2009 Toyota Yaris 1.33.

Table 1 shows the test data using a 2001 Toyota Yaris 1300cc with a mileage of 65500 (105412 km).

Table 1 Table 2 shows the test data using a 2000 Toyota Picnic 2000cc with a mileage

89200 (143553).

5 Table 2

Table 2 shows official, independent and the inventor's performance data of a Toyota Picnic 2.0 vehicle used for the tests for urban, extra urban and combined fuel consumption without an embodiment in accordance with the present invention. 0 Performance data is also shown for a Toyota Avensis 2.0 Tourer vehicle. Test data is shown with an embodiment of the present invention installed. A percentage comparison is shown between the vehicle with the inventive device over the test vehicle without the device and also a Toyota Avensis 2.0 Tourer. Testing was conducted with an air temperature of 14°C.

5

This test includes an external means to counter the Engine Computer Unit (ECU) from adapting fuel injections to attain factory-set predicted MPG. In testing, the external means involved shrouding the Lambda/Oxygen Sensor with aluminium foil to increase the output voltage of the Lambda/Oxygen sensor to offset the reduction in output 0 voltage due to the device. The device increases Oxygen in the exhaust gases as a result of complete combustions. The ECU perceives the increased Oxygen as a lean burn situation requiring an increase in fuel injections. Hence to attain reductions in fuel consumption and exhaust emissions, either the ECU must be appropriately remapped or external means must be installed to offset the reduced voltage output of the Lambda/Oxygen sensor. Alternatively, the external means need not be used. The ECU memory can be cleared and its comparison tables reset and the ECU trained or programmed to acquire the new set of data with the device in place.

Tables 1 and 2 illustrate that urban mileage of relatively old (10 year old engines that have clocked more than 65000 miles (104607 km)) engines/vehicles may be increased by about 100% and 50% for small and larger engines respectively. Against comparable new engines/vehicles, this represents improvements of 60% and 30% respectively.

The extra urban mileage of old engines/vehicles may be increased by about 16% and 23% for small and larger engines respectively to make them almost comparable to the extra urban performance of comparable new engines/vehicles. The reduced improvement may be due to the reduced vacuum forces during extra urban driving and/or the ECU adapting to restore pre-set MPG. For combined use, the mpg of both old large and small engines/vehicles fitted with the device may increase by 30%. This represents a 17% improvement over comparable new engines/vehicles.

In summary, retro-fitting the device on current older engines/vehicles may reduce fuel consumption and exhaust emissions to become equal or better than comparable new engines/vehicles.

The reductions in fuel consumption and exhaust emission when the device is fitted to new engines/vehicles are expected to result in further improvements. Table 3 shows the exhaust emissions for the Toyota Yaris over 3 years without the device compared with the exhaust emissions for the vehicle with the device.

MOT Exhaust Emission Test using SUN DGA 2500

Vehicle: Toyota Yaris Manufactured 2001 65,500 miles

(105412 km)

Table 3

Table 4 shows exhaust emissions for the Toyota Picnic over 3 years without the device compared with the exhaust emissions for the vehicle with the device.

MOT Exhaust Emission Test using SUN DGA 2500

Vehicle: Toyota Picnic Manufactured 89,500 miles

2000 (144036 km)

Table 4 Tables 3 and 4 illustrate that for old engines/vehicles, such as the Toyota Yaris and Picnic vehicles tested, the emission test results are comparable with the exhaust emissions of new vehicles. The emission tests were carried out using standard MOT exhaust emission test equipment in the form of the SUN (RTM) DGA 2500 diagnostic gas analyser. There was no evidence of a lean air/fuel mixture.

The slightly increased Oxygen levels detected in the exhaust emissions of the Toyota Yaris may have been due to the absence of external means to offset the voltage signals from the Lambda/Oxygen sensor. The slightly reduced Oxygen levels detected in the exhaust emissions of the Toyota Picnic may have been due to the presence of external means to offset the voltage signals from the Lambda/Oxygen sensor.

This device contributes towards improving environmental air quality by reducing harmful exhaust emissions and increasing the Oxygen content of exhausts emissions; The reduction in fuel consumption leads to related reductions in the mass of Carbon Dioxide and harmful gases in exhaust emissions.

The complete combustions made possible by effectively re-cycling blow by gases reduce engine temperatures which has the effect of increasing the charge fill in the combustion chamber (cooler intake gases are denser and hence contribute towards attaining the stoichiometric ratios required for complete combustions).

Performances of vehicles with engines fitted with the inventive device are significantly improved. Besides better drive performance, using auxiliary devices like the air conditioner or when fully loaded with the maximum number of passengers does not reduce the MPG. The increased mass of blow by gases when the engines are subjected to additional load may contribute to attaining increased work/power without consuming additional fuel. Since internal combustion engines are major consumers of fossil fuel energy resources, this inventive device may be a solution to reducing the depletion rate of finite fossil fuel energy resources. The generic design of the inventive device will enable it to be installed in any petrol or diesel powered internal combustion engine, irrespective of application. Installation of the device requires no specific skills. A typical installation may take about 15 minutes and is completely reversible.

The cost to supply and fit the device would be similar to the cost of two full tanks of fuel which makes the payback period the time to consume less than 3 tanks of fuel.

The use of the device does not require any consumables. Production of the device can be easily accomplished with re-cycled plastics/metals. The device does not require any form of routine maintenance.

Figure 4 shows an embodiment which is not part of the present invention. All the components of the device are the same as in the embodiment of Figures 1 to 3, but instead of an air-tight top cover, the top cover 30 includes a barb connector 7c with a one-way valve. The one way valve provides a one-way fluid connection to the expansion chamber 20. This one-way valve allows, for example, the output from an air filter, on-board water vaporizer or an on-board electrolyser into the expansion chamber 20. Where the one-way valve and barb connector 7c is used to draw the outputs of an air filter into the expansion chamber 20, the resultant high velocity filtered fresh air improves natural aspirations of the engine during idle, slow and cruise operating conditions to attain air/fuel (A/F) ratios closer to the stoichiometric A F ratios that are difficult to attain under these non-optimal operating conditions. The energy to draw in the increased air mass is derived from the use of the unused vacuum forces within the plenum chamber / intake manifold.

Where the one-way valve and barb connector 7c is used to draw the outputs of an onboard water vaporizer into the expansion chamber 20, the atomization of the vapourised water contributes in reducing engine temperatures and hence increases the density of the fresh charge of air resulting in more oxygen being made available for the combustion process. The introduction of water does not lead to corrosion since water vapour is one of the constituents of the combustion process. The energy to draw, vaporize, swirl, and atomise is derived from the use of the unused vacuum forces in the plenum chamber / intake manifold. In tests, the use of the water vaporizer improves engine power, reduces fuel consumption and increases the amount of oxygen in the exhaust emissions as confirmed by exhaust gases analysers. It reduces harmful exhaust emissions such as Carbon Monoxides and other Hydrides due to the excess Oxygen. Hence this represents a simple and effective way of replenishing environmental Oxygen levels in urban and industrial areas. The water can be distilled, ionized or just filtered rain water. The use of domestic tap water should be avoided to prevent furring of internal engine parts. Maintenance is similar to filling up a typical automobile screen washer bottle. Where the one-way valve and barb connector 7c is used to draw the outputs of an onboard electrolyser into the expansion chamber 20, all the benefits of the air filter and on-board water vaporizer options are attained together with the benefits of producing an alternative source of energy. The Hydrogen and Oxygen outputs from an on-board electrolyser supplement the energy from fossil fuel energy sources. Hydrogen is a pure energy source while Oxygen supports combustion. In tests, the use of the on-board electrolyser improves engine power, reduces fuel consumption and increases the amount of oxygen in the exhaust emissions as confirmed by exhaust gases analysers.

This embodiment represents an effective way of replenishing environmental Oxygen levels in urban and industrial areas. The energy to electrolyze and generate the free

Hydrogen and Oxygen molecules is derived from the alternator driven by engines. In tests, the energy drawn is minimal and approximately equal to lighting up a light bulb.

Though energy to electrolyse the water comes from the combustion of fuel, the significant improvements in fuel savings offset the energy used to generate the electricity. The energy to draw, swirl and atomise the Hydrogen and Oxygen is derived from the use of the unused vacuum forces. Maintenance is similar to maintaining the electrolyte levels of batteries.

The increased volume of Oxygen in the exhaust emissions due to the inventive device is interpreted as a lean air/fuel mixture situation by the Engine Control Unit (ECU) requiring the increase of fuel injections.

In tests, the fuel consumption in miles per gallon (MPG) of vehicles fitted with the inventive device rises by more than 100% after the initial warm up drive cycle of about 2 miles (3.2 km). Over the following 10 miles (16 km), the ECU adapts by increasing fuel injections to reduce the MPG to the predicted PG recorded in the ECU tables. This results in excellent work/power output for the same fuel consumption.

The adaptive control systems of the ECUs are used by most modern engines to power vehicles ranging from motorcycles, cars, vans and trucks to control engine performance, exhaust emissions and fuel economies. The engine's intended response in terms of work/power output and fuel economy may be intentionally restricted by manufacturers for a variety of manufacturing, regulatory and marketing reasons. Hence, any modifications to modern engines will require remapping of the ECU'S standard factory settings to attain the benefits of the modification.

ECU remapping is essential to attain the benefits of the inventive device in reducing fuel consumption and exhaust emissions. As the ECU is a propriety system protected by copy write, collaboration of engine manufacturers is essential to attain the full benefits of the inventive device in improving engine efficiencies.

As the use of internal combustion engines (ICE) are major causes for current climate concerns, the present invention may be a solution for addressing one of the more significant causes of global concerns related to global warming, climate change and deteriorating environmental air quality without restricting the use of ICE powered applications.

Claims

A blow-by gas energiser device suitable for connection to the plenum chamber or intake manifold of an engine; the device comprising:

a conduit with an inlet and an outlet through which a fluid may flow; and pulsating means to impart a pulsating motion on a fluid flowing through said device from the inlet to the outlet; and

swirl means for imparting a swirl motion on a fluid flowing through said device from the inlet to the outlet;

wherein the pulsating means comprises an expansion chamber between said inlet and said outlet, into which fluid flowing through said device may flow; and

wherein the expansion chamber is fluidly connected via a venturi orifice to said conduit at a side thereof; and

wherein the device is sealed and the only external fluid connections are the inlet and outlet of the conduit.

A blow-by gas energiser device according to claim 1 , wherein the swirl means comprises a helical formation formed internally in or on said conduit.

A blow-by gas energiser device according to claim 1 or 2, wherein the expansion chamber is formed as a converging nozzle which converges in a direction towards a longitudinal axis of said conduit.

A blow-by gas energiser device according to any one of claims 1 to 3, wherein a first expanding nozzle is provided between said venturi orifice and said conduit, wherein said first expanding nozzle expands in a direction towards a longitudinal axis of said conduit.

A blow-by gas energiser device according to claim 4, wherein the first expanding nozzle is formed with a section of internal thread proximate the conduit.

6. A blow-by gas energiser device according to claim any one of the preceding claims, wherein the expansion chamber is orientated orthogonal to the longitudinal axis of the conduit.

7. A blow-by gas energiser device according to any one of claims 1 to 5, wherein the expansion chamber is inclined at an angle to the longitudinal axis of the conduit.

8. A blow-by gas energiser according to any one of the preceding claims, wherein the conduit is formed with a smaller diameter in the region of the fluid connection between the inlet and/or outlet of the conduit compared to the internal diameter of a breather hose connected thereto.

9. A blow-by gas energiser device according to claim 4 or any claim dependent thereon, wherein an internal vortex profile is provided opposite the first expanding nozzle, the vortex profile expanding toward the longitudinal axis of the conduit.

10. A blow-by gas energiser device according to claim 9, wherein the vortex profile is formed with a section of internal helical form proximate the conduit.

11. A blow-by gas energiser device according to any one of the preceding claims, wherein the inlet and outlet of the conduit are formed with barb connectors or other connection means.

12. A blow-by gas energiser device according to claim 3 or any claim dependent thereon, wherein the converging nozzle is a vortex nozzle.

13. A blow-by gas energiser device according to claim 4 or any claim dependent thereon, wherein the first expanding nozzle converging nozzle is a vortex nozzle.

14. An internal combustion engine comprising a blow-by gas energiser device according to any one of the preceding claims.

15. An internal combustion engine according to claim 14, further comprising a conduit for fluidly connecting the crankcase to the air inlet of the engine, wherein the device is fluidly connected inline with the conduit at a point along its length.

16. An internal combustion engine according to claim 15, wherein the device is positioned as close as possible to the plenum chamber or intake manifold of the engine.

17. An internal combustion engine according to claim 14, wherein the device is integrated to the design of the inlet of the plenum/intake manifold of the engine.

18. A method of energising a gas, including atomization and/or increasing flow velocity, and imparting a swirl motion and a pulsating motion using a device according to any one of claims 1 to 13.

19. A method of energising a gas according to claim 18, without the use of any moving parts.

20. A blow-by gas energiser device substantially as described herein with reference to and as illustrated in Figures 1 to 3 of the accompanying drawings.

21. An internal combustion engine comprising a blow-by gas energiser device substantially as described herein with reference to and as illustrated in Figures 1 to 3 of the accompanying drawings.

22. A method of energising a gas substantially as described herein with reference to and as illustrated in Figures 1 to 3 of the accompanying drawings.