WO2011148132A1 - Clapet automatique pour collecteur d'admission de moteur à combustion interne - Google Patents

Clapet automatique pour collecteur d'admission de moteur à combustion interne Download PDF

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Publication number
WO2011148132A1
WO2011148132A1 PCT/GB2011/000793 GB2011000793W WO2011148132A1 WO 2011148132 A1 WO2011148132 A1 WO 2011148132A1 GB 2011000793 W GB2011000793 W GB 2011000793W WO 2011148132 A1 WO2011148132 A1 WO 2011148132A1
Authority
WO
WIPO (PCT)
Prior art keywords
valve
housing
valve seat
air inlet
closure
Prior art date
Application number
PCT/GB2011/000793
Other languages
English (en)
Inventor
Richard Bushell
Original Assignee
The Urbane Trust
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 The Urbane Trust filed Critical The Urbane Trust
Publication of WO2011148132A1 publication Critical patent/WO2011148132A1/fr

Links

Classifications

    • 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
    • F02M23/00—Apparatus for adding secondary air to fuel-air mixture
    • F02M23/04—Apparatus for adding secondary air to fuel-air mixture with automatic control
    • F02M23/08—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus
    • F02M23/09—Apparatus for adding secondary air to fuel-air mixture with automatic control dependent on pressure in main combustion-air induction system, e.g. pneumatic-type apparatus using valves directly opened by low pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/20—Shapes or constructions of valve members, not provided for in preceding subgroups of this group
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01L—CYCLICALLY OPERATING VALVES FOR MACHINES OR ENGINES
    • F01L3/00—Lift-valve, i.e. cut-off apparatus with closure members having at least a component of their opening and closing motion perpendicular to the closing faces; Parts or accessories thereof
    • F01L3/22—Valve-seats not provided for in preceding subgroups of this group; Fixing of valve-seats
    • 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
    • F02M35/00—Combustion-air cleaners, air intakes, intake silencers, or induction systems specially adapted for, or arranged on, internal-combustion engines
    • F02M35/10—Air intakes; Induction systems
    • F02M35/104—Intake manifolds
    • 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
    • F16K15/00—Check valves
    • F16K15/02—Check valves with guided rigid valve members
    • F16K15/025—Check valves with guided rigid valve members the valve being loaded by a spring
    • F16K15/026—Check valves with guided rigid valve members the valve being loaded by a spring the valve member being a movable body around which the medium flows when the valve is open
    • 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
    • F16K25/00—Details relating to contact between valve members and seats
    • 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 provides an automatic valve for the inlet manifold of an internal combustion engine
  • air bleed The principle of "air bleed” has been known for many years. This principle states that allowing a small amount of additional air into the inlet manifold of an internal combustion engine at times of particularly low pressure (high vacuum), for example during moments of acceleration or deceleration of the engine, will allow significantly more efficient fuel burning within the engine. This should, in theory, reduce the emission of pollutants such as carbon monoxide (CO) and unbumt hydrocarbons (HC).
  • CO carbon monoxide
  • HC unbumt hydrocarbons
  • GB 2129869 and GB 2213875 propose arrangements in which a ball bearing-based non-return valve is arranged to supply bleed air to the inlet manifold.
  • the ball bearing is biased towards a valve seat by a spring.
  • the response time of these versions are lower than desirable, and in addition the CO and HC reductions achieved are disappointing, even taking into account the lower response time.
  • EMS computer based engine management systems
  • the device of W096/34194 is however open to improvement.
  • the geometry of the device is difficult to fit in an OE (original equipment) context, and the necessary adjustment steps described in W096/34194 are time-consuming, skilled, and require a special tool.
  • the present invention therefore provides a valve for the air inlet manifold of an internal combustion engine, comprising a housing having an internal chamber, an air inlet and an air outlet, each communicating with the internal chamber, a valve closure and a valve seat located within the chamber to selectively close the air inlet, the valve seat being a distinct element from the housing and abutting against an internal face of the housing.
  • the fact that the valve seat is a distinct element which abuts against an internal face of the housing allows it to be one seat selected from a plurality of such seats, chosen to fit the already-determined requirements of a specific model of engine.
  • the time-consuming and difficult step of tuning the device to a particular engine need only be done once, after which the correct dimensions of the valve seat for the specific engine design under test can be determined, and that size of valve seat thereafter used for that engine type.
  • the device was made tunable by setting the valve seat in a threaded bore; rotation of the valve seat therefore moved it bodily along the bore.
  • Such movement of the valve seat had the effect of adjusting the degree of bias of the valve closure toward the seat and therefore adjusting the pressure differential at which the valve opened, thereby tuning it to the requirements of a specific engine.
  • this can be done instead by the simpler step of selecting the valve seat with a correct thickness.
  • the valve of the present invention is therefore suited to the OE manufacturing environment in which assembly time is limited and each individual step is ideally unskilled.
  • the valve seat is preferably annular and locatable around the air inlet.
  • the valve closure can be biased toward the valve seat, such as by a spring or the like.
  • the valve closure can be of a convex conical shape, and the valve seat of a concave conical shape, to correspond.
  • the valve closure can be of a plastics material.
  • the valve seat is also of a plastics material to limit wear on the valve closure. More preferably, the valve seat and the valve closure are each of a different plastics material, to prevent the seat and closure from welding together.
  • the housing is preferably formed of two parts that are mutually separable. This allows the chamber to be defined by a pair of recesses, each recess being formed in each part of the housing.
  • the outlet can be a conduit extending into the housing. This provides a convenient location to seat the spring that biases the valve closure.
  • the conduit can then be adjustable relative to the housing, to allow for fine adjustment of the spring bias.
  • the present invention also relates to a kit of parts for assembly into a valve for the air inlet manifold of an internal combustion engine, comprising the parts necessary to make up a valve as defined above, together with at least one additional valve seat having a different dimension to the first valve seat.
  • a kit can be applied to a plurality of engines by selecting the appropriate valve seat.
  • the kit of parts can be defined as comprising at least two housing sections, each having recesses that define an internal chamber when the housing sections are assembled to form a housing, one housing section having an air inlet communicating with the recess of that section, one housing section having an air outlet communicating with the recess of that section, a plurality of valve seats having different dimensions, and a valve closure.
  • Figure 1 shows a side view of an embodiment of the invention
  • Figure 2 shows a top view of the embodiment of figure 1;
  • Figure 3 shows a section through the embodiment of figure 1, along line
  • Figure 4 shows the device of figure 3 in a closed state
  • Figure 5 shows the device with an first alternative valve seat in place
  • Figure 6 shows the device with a second alternative valve seat in place.
  • Figure 1 shows a side view and Figure 2 a top view of a valve 1 according to embodiments of the present invention.
  • the valve 1 comprises primarily two parts: a first part 2, connected to an air outlet 4; and a second part 3, connected to an air inlet 5,
  • first and second parts 2, 3 are coupled together to form a housing, and the outlet 4 is connected to an air inlet manifold of a combustion engine (not illustrated).
  • Both parts comprise external gripping aids 6, 7 and 8, 9 to facilitate rotation of the one part relative to the other by a user and to allow for retention of the device within a suitable clamp.
  • These may be formed from protruding circumferential ridges, as illustrated.
  • alternative structures relatively high friction properties will be familiar to those skilled in the art.
  • the outlet tube 4 of the external body is threaded to enable finer settings of spring tension on the internal components. This allows for the device to be fitted as a retro fit with no tuning tool required.
  • the adjustable outlet tube once set, can be locked by the external lock nut 10.
  • the first part 2 and the outlet tube 4 could be formed as a single item with no relative movement and the relevant dimensions fixed at the settings required for the intended use of the device.
  • Figure 3 is a cross-section through the line III— III in Figure 2.
  • first and second parts 2, 3 fit together by means of an engagement 12.
  • Each part 2, 3 has a recess which, when the parts are coupled together, communicate to form an internal chamber 13.
  • the engagement 12 is threaded such that rotation of the first and second parts relative to one another adjusts the axial length of the internal chamber 13 and, ultimately, may disengage the first part 2 from the second part 3. It is preferred, however, for the two parts to be an interference fit and/or to be welded together in an airtight manner and for any adjustment to be achieved via the outlet tub e 4.
  • the air outlet 4 comprises a conduit fitted within a bore in the first part 2 by means of a screw thread 15 that engages with a corresponding screw thread on the inner face of the bore in the first part 2.
  • the inner extremity of the outlet conduit 4 has a flared section 17 that is oversized relative to the bore in the first section 2. This prevents the outlet conduit 4 from being unscrewed too far from the first section 2, which prevents third parties from damaging the device or rendering it inoperable through misunderstanding or incorrect adjustment. To fit the outlet conduit 4 in the first place, it can be screwed into the first section 2 from the inside, prior to fitting the first section 2 to the second section 3,
  • the air inlet 5 also comprises a conduit extending through the second part 3 into communication with the internal chamber 13.
  • valve seat 18 At one end of the internal chamber 13, located around the air inlet 5, there is provided a valve seat 18, having a shaped contact surface.
  • a valve closure 14 has a form that is complementary to that of the valve seat contact surface so that, when the two components are engaged with one another, the valve is closed.
  • the valve seat 18 is annular and has a concave conical shape. In this embodiment, therefore, the valve closure 14 has a convex conical shape that fits into the recess defined by the valve seat and closes the air inlet.
  • substantially any pair of complementary shapes may be employed, although we prefer the illustrated conical shape for the reasons set out in W096/34194.
  • the valve seat 18 is a separate and distinct component from either of the first and second parts 2, 3.
  • Both the valve seat 18 and the valve closure 14 may be manufactured from plastics and, in one embodiment, from different plastics material.
  • Plastics material is advantageous in this circumstance because the resultant lower weight of the closure element reduces the inertia of that element and thereby increases the reaction speed.
  • a suitable plastics material for one of the elements is nylon 66, and it is particularly preferred if the seat is formed of this material.
  • the use of identical plastics materials for both the seat and closure has been found to result in unacceptably high rates of wear.
  • a particularly suitable material for the closure element is a PTFE/acetal mixture.
  • the PTFE component is preferably between 90 and 98%, balance acetal.
  • a particularly preferred composition is about 96% PTFE and about 4% acetal. This material is preferred because the PTFE gives an especially low friction surface which increases the reaction speed, whilst the acetal ensures that the element has a sufficient strength.
  • a biasing member 16 is provided to bias the valve closure 14 towards the valve seat 18, i.e. towards a position in which the valve is closed.
  • a coiled spring under compression provides the necessary bias.
  • a skilled person may think of alternatives without departing from the scope of the present invention.
  • the biasing member 16 may be connected between the air outlet 4, which extends slightly into the internal chamber 13, and the valve closure 14. This allows for self-alignment between the outlet 4, chamber 13, and valve closure/seat.
  • the biasing member 16 is seated on the flared part 17 of the air outlet 4, around a suitably-sized ridge 19.
  • the biasing member may be coupled between the valve closure 14 and the walls of the internal chamber 13 provided by the first part 2.
  • Figure 3 shows the valve 1 in its rest position. That is, the biasing member 16 forces the valve closure 14 into the valve seat 18, closing the valve and preventing air flowing from the inlet 5 to the outlet 4 and into the manifold.
  • valve 1 compensates for these periods of low pressure by allowing a small amount of air into the manifold.
  • Figure 4 shows the valve in its open state, during such a period of low pressure.
  • the low pressure in the manifold is transferred to the air outlet 4 and the internal chamber 13.
  • the pressure difference between the air inlet 5 and the internal chamber is sufficient to overcome the bias provided by the biasing member 16 and force the valve closure 14 out of the valve seat 18.
  • the pressure in the chamber 13 increases and the force provided by the biasing member is sufficient to force the valve closure 14 into its seat 18, closing the valve 1.
  • the level of bias provided by the biasing member 16 be accurately set for proper operation of the valve 1. If the bias is set too low, the valve 1 will open too easily and too much air will be provided to the manifold.
  • valve 1 If set too high, the valve 1 will be too difficult to open and insufficient amounts of air will reach the manifold to compensate for the vacuum.
  • the level of bias that is required will vary from engine to engine. Embodiments of the present invention provide several mechanisms for setting the bias of the biasing member.
  • the device can be subjected to a fine adjustment by rotating the air outlet tube 4 within its screw thread 15.
  • the axial length of the internal chamber 13 may be adjusted via a threaded engagement 12 by rotation of the first and second parts 2, 3 relative to one another.
  • the compression of the spring 16 and so the magnitude of bias can be adjusted.
  • a fine-pitched thread allows commensurate fine adjustment of the bias.
  • valve 1 may be provided in a kit of parts, with a plurality of alternative valve seats, each having generally similar circumferential shapes and contact surfaces, but a different thickness in the direction of the applied bias (i.e. in the axial direction of the illustrated embodiment).
  • a relatively thicker or thinner valve seat 18 offsets the valve closure 14 from the end of the chamber and therefore applies relatively greater or weaker bias, respectively.
  • FIG. 5 shows a valve 1 having a relatively thick valve seat 18', and therefore relatively high bias.
  • this valve may be suitable for combustion engines in which relatively little air should be allowed into the manifold.
  • FIG. 6 shows a valve 1 having a relatively thin valve seat 18", and therefore relatively low bias.
  • this valve may be suitable for combustion engines in which a relatively large amount of air should be allowed into the manifold.
  • valve seat As the valve seat rests against an Internal face of the housing, its thickness determines the location of the seat face. In the illustrated embodiment, the valve seat rests against the rear face of the housing, but other faces could be used, or an internal ledge within the housing could define a face against which at least part of the valve seat could abut.
  • valve 1 may be sealed to prevent later adjustment (i.e. tampering) by users of the engine.
  • ultrasonic welding may be used to join them together and create a solid state weld.
  • the present invention therefore provides a valve, and a kit of parts for making a valve, for application to the air inlet manifold of a combustion engine.
  • the valve van be retrofitted to existing engines or used in original equipment manufacture. Further, the valve can be set to apply a range of biases and so is suitable for use with many different engines.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Physics & Mathematics (AREA)
  • Geometry (AREA)
  • Lift Valve (AREA)

Abstract

L'invention concerne un clapet (1) destiné au collecteur d'admission d'un moteur à combustion interne. Le clapet comprend un corps comportant une chambre interne (13), une entrée d'air (5) et une sortie d'air (4) qui communiquent toutes deux avec la chambre interne (13), un obturateur de clapet (14) et un siège de clapet (18) logé dans la chambre (13) pour fermer sélectivement l'entrée d'air, le siège de clapet (18) étant un élément distinct du corps et venant buter contre une face interne du corps. Le siège de clapet (18) peut donc être un siège choisi parmi plusieurs sièges de ce type, sélectionnés pour satisfaire aux exigences préétablies d'un modèle spécifique de moteur. L'invention porte également sur un ensemble de pièces destinées à être assemblées en un tel siège (1), l'ensemble comprenant les pièces nécessaires à la fabrication du clapet (1) précité ainsi qu'au moins un siège de clapet supplémentaire d'une dimension différente de celle du premier siège de clapet. Un tel ensemble peut être utilisé avec une pluralité de moteurs par sélection du siège de clapet approprié.
PCT/GB2011/000793 2010-05-26 2011-05-25 Clapet automatique pour collecteur d'admission de moteur à combustion interne WO2011148132A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
GB1008776A GB2480642A (en) 2010-05-26 2010-05-26 Valve and valve seat for internal combustion engine inlet manifold
GB1008776.5 2010-05-26

Publications (1)

Publication Number Publication Date
WO2011148132A1 true WO2011148132A1 (fr) 2011-12-01

Family

ID=42371008

Family Applications (1)

Application Number Title Priority Date Filing Date
PCT/GB2011/000793 WO2011148132A1 (fr) 2010-05-26 2011-05-25 Clapet automatique pour collecteur d'admission de moteur à combustion interne

Country Status (2)

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GB (1) GB2480642A (fr)
WO (1) WO2011148132A1 (fr)

Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE677138A (fr) *
DE395608C (de) * 1922-11-18 1924-05-10 Richard Drechsler Frischluftventil fuer Verbrennungsmotoren
GB496409A (en) 1937-06-12 1938-11-30 Albert Ellis Improvements in or relating to auxiliary-air admission devices for internal combustion engines
GB555117A (en) * 1942-02-17 1943-08-05 Hugh Cecil Reid Improvements in or relating to induction and carburetter systems of internal combustion engines
GB690635A (en) 1950-08-30 1953-04-22 Francis Hartley Stroud Control of vacuum in the inlet pipe of an internal combustion engine
FR1062694A (fr) * 1952-09-04 1954-04-26 Dispositif économiseur de carburant pour moteurs à combustion
EP0018838A1 (fr) * 1979-05-02 1980-11-12 George Aubrey Felton Soupapes à sièges amovibles
GB2129869A (en) 1982-10-09 1984-05-23 Hargreaves Brian Vacuum-operated air intake valves for i.c. engine mixture intakes
GB2213875A (en) 1988-01-14 1989-08-23 David Lawrence Nolan I.C. engine intake manifold air inlet valves
DE3823569A1 (de) * 1988-07-12 1990-01-18 Concordia Fluidtechnik Gmbh Elektromagnetventil
WO1996034194A2 (fr) 1995-04-27 1996-10-31 Richard Nigel Bushell Clapet automatique pour collecteur d'admission d'un moteur a combustion interne

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
GB191419130A (en) * 1914-08-27 1915-04-22 Lindsay Stewart Eglinton An Improvement in Auxiliary Exhaust Valves for Internal Combustion Engines.
GB419213A (en) * 1932-05-12 1934-11-08 Thompson Prod Inc Improvements in or relating to valve seat inserts for internal combustion engines
US1929780A (en) * 1932-07-14 1933-10-10 Toledo Steel Products Company Replacement valve seat for internal combustion engines
FR2064903A5 (fr) * 1969-10-02 1971-07-23 Parry John
JPS63115970A (ja) * 1986-10-31 1988-05-20 Motoyama Seisakusho:Kk ダイヤフラム弁
AU2007092A (en) * 1991-06-25 1993-01-25 Baitel, Mike Air induction control device
DE4314809B4 (de) * 1993-05-05 2005-08-04 Carl Freudenberg Kg Ansaugrohr für eine Verbrennungskraftmaschine
US5899184A (en) * 1997-12-15 1999-05-04 Liao; Chun-Yao Air inlet assistor for a vehicle engine

Patent Citations (11)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
BE677138A (fr) *
DE395608C (de) * 1922-11-18 1924-05-10 Richard Drechsler Frischluftventil fuer Verbrennungsmotoren
GB496409A (en) 1937-06-12 1938-11-30 Albert Ellis Improvements in or relating to auxiliary-air admission devices for internal combustion engines
GB555117A (en) * 1942-02-17 1943-08-05 Hugh Cecil Reid Improvements in or relating to induction and carburetter systems of internal combustion engines
GB690635A (en) 1950-08-30 1953-04-22 Francis Hartley Stroud Control of vacuum in the inlet pipe of an internal combustion engine
FR1062694A (fr) * 1952-09-04 1954-04-26 Dispositif économiseur de carburant pour moteurs à combustion
EP0018838A1 (fr) * 1979-05-02 1980-11-12 George Aubrey Felton Soupapes à sièges amovibles
GB2129869A (en) 1982-10-09 1984-05-23 Hargreaves Brian Vacuum-operated air intake valves for i.c. engine mixture intakes
GB2213875A (en) 1988-01-14 1989-08-23 David Lawrence Nolan I.C. engine intake manifold air inlet valves
DE3823569A1 (de) * 1988-07-12 1990-01-18 Concordia Fluidtechnik Gmbh Elektromagnetventil
WO1996034194A2 (fr) 1995-04-27 1996-10-31 Richard Nigel Bushell Clapet automatique pour collecteur d'admission d'un moteur a combustion interne

Also Published As

Publication number Publication date
GB201008776D0 (en) 2010-07-14
GB2480642A (en) 2011-11-30

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