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Title:
METHOD AND APPARATUS FOR ENHANCED ENGINE ASPIRATION
Document Type and Number:
WIPO Patent Application WO/2009/009902
Kind Code:
A1
Abstract:
A method and apparatus 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 directing air from the engine's crankcase to an air storage vessel and directing the air from the storage vessel to the engine's cylinders for combustion.

Inventors:
KNOWLES DESMOND C (CA)
Application Number:
PCT/CA2008/001324
Publication Date:
January 22, 2009
Filing Date:
July 21, 2008
Export Citation:
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Assignee:
AULDES OTTAWA A PARTNERSHIP BE (CA)
KNOWLES DESMOND C (CA)
International Classes:
F02M23/04; F02M23/08; F16K3/26; F16K31/122
Domestic Patent References:
WO1985003553A11985-08-15
Foreign References:
US6925994B22005-08-09
US4683909A1987-08-04
US3250062A1966-05-10
US4089309A1978-05-16
US4409950A1983-10-18
Attorney, Agent or Firm:
MOFFAT & CO. (Postal Station "D"Ottawa, Ontario K1P 5W3, CA)
Download PDF:
Claims:

THE EMBODIMENTS OF THE INVENTION IN WHICH AN EXCLUSIVE PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:

1. 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: a) directing air from the engine's crankcase to an air storage vessel; and b) directing the air from said storage vessel to the engine's cylinders for combustion.

2. The method of claim 1 wherein said air from said storage vessel is directed to said engine's intake manifold for delivery to said cylinders for combustion.

3. The method of claim 2 wherein the volume of air being directed from said air storage vessel to the engine's cylinders for combustion is controlled by valve means.

4. The method of claim 3 wherein said valve means control air flow based on fluctuating vacuum pressure inside the engine's intake manifold.

5. The method of claim 4 wherein said valve means permit a reduced flow of air from said air storage vessel in response to relatively higher vacuum pressure in said manifold and an increased flow of air in response to relatively lower vacuum pressure in said manifold occurring at or near wide open throttle.

6. The method of any one of claims 1 to 5 wherein said air directed from the engine's crankcase is cooled and its density increased through one or more expansions and accelerations before combustion.

7. The method of claim 6 wherein said one or more expansions and accelerations are accomplished by directing said air through one or more venturies

and chambers of predetermined size, said expansion and accelerations facilitating the separation of contaminants from said air.

8. 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.

9. The apparatus of claim 8 including shuttle valve means associated with said air vessel for controlling air flow to said engine's cylinders based on changes in vacuum pressure inside the engine's intake manifold.

10. The apparatus of claim 9 wherein said shuttle valve means are responsive to relatively higher vacuum pressure in said manifold to permit a first calibrated flow of air to said manifold and to relatively lower vacuum pressure in said manifold to permit a second higher flow of air to said manifold.

11. The apparatus of claim 10 wherein said shuttle valve means comprise a valve body having a cylinder formed therein and an air inlet port and an air outlet port communicating 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 air therethrough and the second orifice being sized to permit a second greater flow of air therethrough and actuating means for moving said piston between a first position in which said first orifice is placed in fluid communication with said inlet and outlet ports and a second position in which said second orifice is placed in fluid communication with said inlet and outlet ports.

12. The apparatus of claim 11 wherein said actuating means include means providing fluid communication between said cylinder and said intake manifold and a spring member, the vacuum pressure in said manifold acting against said piston for movement thereof into one of its first or second positions against a biasing force exerted by said spring member, said spring member moving said piston into the other of its first or second positions in response to a reduction in said vacuum pressure.

13. The apparatus of claim 8 including one way check valve means disposed between said vessel and said engine's crankcase for controlling the flow of crankcase air into said vessel in response to engine throttle and load conditions.

14. The apparatus of any one of claims 8 to 13 wherein said vessel includes an internal partition to direct said inflow of crankcase air through a majority of the interior volume of said vessel before flowing out of said vessel to said engine's cylinders.

15. The apparatus of any one of claims 8 to 14 comprising first conduit means providing said fluid communication between said crankcase and said vessel for the inflow of air into said vessel and second conduit means providing said fluid communication between said vessel and said engine's cylinders.

16. The apparatus of claim 15 wherein said first and second conduit means have inner diameters permitting a voluminous flow of air.

17. 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.

18. The shuttle valve of claim 17 wherein said actuating means include a source of fluid pressure in fluid communication with said cylinder and a spring member, said fluid pressure acting against said piston for movement thereof to one of its first or second positions against a biasing force exerted by said spring member, and said spring member moving said piston into the other of its said first or second positions in response to a reduction in said fluid pressure.

19. The shuttle valve of claim 18 wherein said fluid pressure is vacuum pressure sourced from the intake manifold of an internal combustion engine.

20. The shuttle valve of claim 19 wherein high vacuum pressure in said manifold moves said piston into said first position thereof permitting said first flow of fluid through said valve.

21. The shuttle valve of claim 20 wherein low pressure in said manifold results in said piston being moved into its second position to permit said second greater flow of fluid through said valve.

22. The shuttle valve of claim 21 wherein said valve body includes a vacuum port formed through said valve body for communicating vacuum pressure to said cylinder.

23. The shuttle valve of claim 22 wherein said inlet port is in fluid communication with a storage vessel for said fluid.

24. The shuttle valve of claim 23 wherein said outlet port is in fluid communication with the intake manifold of said internal combustion engine.

25. The shuttle valve of claim 24 wherein said fluid is air.

26. The shuttle valve of claim 25 wherein said air is drawn from a crankcase of said internal combustion engine.

Description:

METHOD AND APPARATUS FOR ENHANCED ENGINE ASPIRATION

FIELD OF THE INVENTION

The present invention relates to continuous self sustaining systems for the enhanced operation and performance of internal combustion engines.

BACKGROUND OF THE INVENTION

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. Conventionally, 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. These 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.

In recent decades, carburetors have been replaced by electronic fuel injection systems on original equipment manufacturer's (OEM) vehicles but the method of air intake remains substantially the same, with both carburetted and fuel injected engines described as being normally aspirated.

To improve performance significantly, forced induction systems have been used that greatly increase the amount of the combustible fresh air charge entering the intake manifold en route to the cylinders. The two principle forced induction systems in use are supercharging and turbocharging. Both systems use a turbine to pressurize the flow of air to the cylinders, the supercharger being driven directly from the engine's crankshaft, and the turbocharger using the flow of the engine's exhaust gas.

Both systems are highly effective but add significantly to an engine's cost. They typically require the use of higher octane fuel, more frequent regular maintenance, and numerous additional engine modifications to withstand the forces created by the enhanced engine output. As well, whereas superchargers continually provide boost at all engine speeds, they are typically associated with increased high frequency engine noise, which can be intrusive. Turbochargers are most effective at increased engine speeds when sufficient exhaust gas flow is available to drive the turbine fast enough to generate air intake boost. There can be therefore an undesirable lag between the time the throttle is opened, and the time at which the turbo boost takes effect.

Because of the costs and other considerations, super and 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. However, the present invention can be applied to turbocharged engines to assist in reduction of the aforementioned "lag" in turbo "spool-up" time.

Other means of improving air flow include the use of "air dams" to increase cubic capacity of OEM fresh air intake systems positioned downstream of the air cleaner and the throttle valve(s). These systems provide for a "gulping" of stored post filtered air by the engine when required during acceleration. Additional innovations include after market multiple throttle valve assemblies and specialty intake manifolds, now appearing as standard equipment on many OEM engines that are "fine tuned" to optimize inducted air flow. While these components are also

effective, they are again an added high cost component and performance option and have therefore been largely restricted to higher performance vehicles and the high end "tuner" after market.

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. Again, as with the preceding, the relatively high cost, and natural inclination of most car owners to avoid after market products that might affect engine life, have restricted their use.

SUMMARY OF THE INVENTION

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).

According to the present invention then, there is provided 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.

According to another aspect of the present invention, there is also provided 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.

According to yet another aspect of the present invention, there is provided 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.

BRIEF DESCRIPTION OF THE DRAWINGS

The present invention will now be described in greater detail and will be better understood when read in conjunction with the following drawings in which:

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; and

Figure 12 is a side elevational cross sectional view of the storage vessel including an internal partitioning baffle.

DETAILED DESCRIPTION OF THE INVENTION

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).

These dynamics are achieved through the harnessing of fluid mechanics common to engine operation. Namely a positive to negative pressure flow which occurs within the engine, the positive or high pressure originating within the engine's

crankcase and the negative or low pressure occurring within the intake manifold during engine operation.

Through utilization and manipulation of pressurized 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, the volume and speed of this flow can be harnessed to enhance engine aspiration, piston speed, torque and performance.

During engine operation the pressure that originates and builds within the crankcase is due to piston ring/cylinder wall leakage, known as blow-by. 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. Conversely, a simultaneous state of low pressure exists at WOT within the engine's intake manifold due to ambient filtered air rushing to replenish the void being generated within the cylinder(s) as the piston(s) begins to retreat at the commencement of each intake or induction stroke.

Therefore, the principle upon which this invention is predicated is that the flow which naturally occurs between these two dynamic opposing pressure zones, via the PCV system, can be manipulated to the engine's operational advantage.

This is accomplished through the ingestion of an instantaneous voluminous release of a regulated, continuous and sustainable flow of combustible air from a storage vessel, the air being supplemental to that of the incoming fresh air charge inducted through the air filter, the throttle valve assembly and the engine's intake manifold. For engines that are not computer controlled or that lack an oxygen

sensor, 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.

In the present invention 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. Similarly, at WOT, as engine load increases, 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.

In the case of modern engines controlled by an on board computer, 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. As will be described below, to maintain this invisibility when the air storage vessel is located downstream of the crankcase vent (with PCV valve removed if desired), 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. If preferred, the MSV can be a discrete component located between the air vessel and the intake manifold. Alternatively, the exhaust nipple on the MSV can be externally threaded (male thread) so that it can be screwed directly into the intake manifold.

If 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.

It should be noted that in this alternative, 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.

Turning now to the specifics, Figure 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). 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. 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.

As shown in Figure 1 , 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.

The use of conventional conduits having a smaller I. D. although usable could preclude achieving a preferred high volumetric gas flow and could constitute a restricted, less voluminous flow.

A second conduit 120, having similar characteristics to conduit 110, 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. As mentioned above, its preferred that their volume equal as closely as practically possible the original volume of the OEM conduit between the PCV valve and the intake manifold.

In the present description, 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.

As seen in Figure 2, 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. To ensure negative pressure integrity and to prevent evacuated crankcase moisture buildup between the threads of vessel and those of cap 233, which would freeze in colder climates, causing expansion and possible damage to the apparatus, 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. In place of a standard PCV valve, 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.

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. 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.

The operation of the present system will now be described.

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.

During continuous heavy engine operation, a continuum of air from vessel 230 is constantly available for delivery to the pistons/cylinders. Less energy is therefore expended by the engine to ingest the incoming fresh air / fuel charge. Moreover, due to high engine piston speed and the finite time the intake valves are open, together with the time lag of incoming air flow due to the linear restrictions discussed above, the availability of the supplemental air assists to "load" the bottom of the cylinder(s) with additional air as the piston reaches its terminus at bottom dead centre (BDC) of its intake stroke, thereby improving the swept volumetric efficiency of the cylinders. This dynamic aids combustion to enhance engine power and performance during increased fuel load (rich fuel mixtures)

delivery required for heavy acceleration and heavy load conditions. Overall manifold volumetric efficiency to the cylinder(s) is thus markedly improved along with engine power and performance at WOT.

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. In the first instance, 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. Next, 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. Further, 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.

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. However, 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.

To keep air vessel 230 substantially invisible to the OBC, a multi-function shuttle valve 400 (MSV) 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. However, at WOT, 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.

Figures 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. The exact configuration and number of the 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.

Figures 4 and 5 are cross sectional views of valve 400 integrated into the vessel's cap 333 . In this regard, cap 333 is formed with an external valve body or housing

401 having an exhaust nipple 316, a vacuum nipple 406 and an internal cylinder

402 having at least three ports 405, 410 and 415. 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. 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. 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.

At idle and low to intermediate RPMs, 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. However, at or near wide open throttle, the vacuum in the entire system collapses, and bias spring 438 returns piston 430 to the right in Figure 5, which axially aligns the larger orifice 445 with cross flow orifices 410 and 415 for a "dump" configuration allowing mass disgorgement of the vessel's contained air to the intake manifold to immediately increase the supply of combustible supplemental air in the engine's cylinders. Accordingly, at most engine speeds, the flow of air from the crankcase to manifold 124 is substantially the same as if vessel 330 were not even present so that it remains substantially invisible to the engine's on board computer (OBC).

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;

2. At the higher vacuums prevalent at all other throttle power settings, the 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;

3. When vessel 330 is an external (retrofit) add-on component in communication with the intake manifold, the valve's metering orifice 441 shields the vessel's volume from the sensors of the engine's on board computer other than at WOT; and

4. The valve provides harmonization with the inherent design flow characteristics of the vehicle's normal PCV valve operation.

For enhanced operation and optimal performance, air can be evenly distributed to individual intake runners via a discrete manifold means or similarly between individual runners as desired. There can even be a separate MSV 400 for each of the engine's cylinders i.e. as previously alluded to, for direct ingestion of ambient air when configured for race engines. 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:

1. Immediate dynamic effect of increased inward or downward travel speed of the recipient piston(s);

2. Intensification of "filling" or "loading" at the bottom of the intake stroke with supplemental combustible air as the piston reaches Bottom Dead Centre (BDC) of the intake stroke, assisting in optimizing or improving overall cylinder swept volume;

3. 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;

4. As the fuel is subjected to more complete combustion, there is a reduction of unbumed hydrocarbons (HC) (fuel) and carbon monoxide (CO) and particulate matter exiting the engine's exhaust as atmospheric pollutants; and

5. Sustained assistance to manifold aspiration in respect of eroded air/ fuel ratio and engine emissions due to fouling of the air cleaner element by dust and debris.

6. 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.

For example, if preferred, the shuttle valve can be a discrete component not incorporated into or as part of vessel 330. Reference is now made to Figures 6 to 10 showing a discrete vacuum operated, gravity assisted shuttle valve 600.

With reference to Figure 6, 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.

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.

As most clearly seen in the exploded view of Figure 7, 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.

Since the piston in each of the embodiments described above is cylindrical and subject therefore to rotation within the piston chamber, which would misalign the flow orifices through the piston with the openings in the vessel cap/valve body, it's preferred to include some sort of anti-rotation restraint to the piston. Numerous ways of doing this will occur to the person skilled in the art, including a splined connection between the piston and cylinder wall, but as seen most clearly in Figure 8, 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.

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. However, at or near WOT, the vacuum in manifold 124 collapses, releasing the suction to the shuttle valve so that piston 630 gravitates downwardly to axially align large orifice 645 with nipples 614 and 616 as shown most clearly in Figure 10 for a disgorgement or dumping of the air in vessel 230 to intake manifold 124.

In the event of air vessels having multiple exhaust nipples 216, 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. Therefore, conduits 120 from each valve can be connected to the respective nipples. On the other hand, if the engine is a V8, with a dual plane manifold, one for each bank of cylinders, the conduits from two valves 600 can be respectively connected to them by adding a nipple to the second plane.

As will be appreciated by a person skilled in the art, its possible to adapt the shuttle 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. For example, if 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.

It's contemplated as well that 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.

Alternatively, a more desirable alternative to the preceding, would be achieved by coupling the MSVs exhaust nipple 616 as close as possible to the intake manifold's inlet nipple with a short section of suitable conduit and hose clamps. A similar, although longer, conduit would then communicate crankcase flow between inlet nipple 614 of the MSV and the crankcase vent, which previously accommodated the PCV valve.

In the alternative, 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. This could be particularly useful for racing configurations. 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.

Ideally, 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.

In tests performed by the applicant using air vessel 330 and MSV 600 as described above installed on a rebuilt 1960/70 355 cubic inch (slightly oversize) Chevrolet V8 equipped with a 600 cfm Holley™ four barrel carbeurator, gains of over 20 horsepower and over 25 foot pounds of torque at WOT were measured

during dynamometer testing. Increased fuel efficiency was also observed which could result in reduced exhaust emissions due to reduced fuel consumption.

The 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. As will be appreciated by the skilled technician, test results will vary from engine to engine, the testing equipment used and the number of valves and orifice(s) size(s) employed.

The above-described embodiments of the present invention are meant to be illustrative of preferred embodiments and are not intended to limit the scope of the present invention. Various modifications, which would be readily apparent to one skilled in the art, are intended to be within the scope of the present invention. The only limitations to the scope of the present invention are set forth in the following claims appended hereto.