[0001] This application claims priority from Australian provisional application 2021901231 , filed on 26 April 2021, the contents of which are entirely incorporated herein by this reference.

Technical Field

[0002] The invention relates to a valve. In particular, the invention relates to a valve applicable for use in a wide range of internal combustion (IC) engines having a turbocharger.

Background of Invention

[0003] The following discussion of background art is included to explain the context of the present invention. A reference herein to a matter which is given as prior art is not to be taken as an admission that the matter was known or that the information it contains was part of the common general knowledge as at the priority date of any of the claims.

[0004] IC engines, in accordance with their name, are powered by repeated combustion reactions. The combustion reactions are in-part driven by the movement of a piston/valve within a combustion chamber, whereby the fuel to oxygen (air) ratio is critical for combustion to occur.

[0005] IC engines have evolved over the last 150 years to form an integral part of modern-day city. Since Karl Benz first commercialised vehicles with IC engines in the 1800s, there have been significant technological advancements to all aspects of the IC engine resulting in performance improvements. IC engines are now available in a wide variety of sizes, forms and configurations, and are capable of expelling low to negligible levels of air pollutants when running off traditional crude oil-based fuels.

[0006] The power output of an IC engine is dictated in part by the amount of fuel that is burnt within a combustion stroke. The larger volume of fuel burnt, the higher the power output of the engine. To increase the amount of fuel burnt within a combustion stroke, additional air is required. Several methods have been developed over the last 150 years to provide additional air into an engine cylinder to allow for a larger volume of fuel to be combusted. One widely adopted technology is the turbocharger, known colloquially as a turbo.

[0007] The turbocharger is a turbine-driven forced induction device that increases an 1C engine's power output by forcing compressed air into an engine’s combustion chamber. Generally, a turbocharger has two sides: a "hot" side and a "cool" side. Exhaust gases from the engine travel through the hot side and propel a turbine. The turbine is directly connected via an axle to the cool side, where the axle rotates an impeller (also known as a "compressor wheel"). The impeller drags air into the turbocharger with force, therefore compressing it. The compressed air is then directed into the engine combustion chambers.

[0008] The turbocharger provides a significant increase in power output over naturally aspirated engines. The turbocharger allows a compressor to force more air, into an engine combustion chamber, without significantly increasing the weight of a vehicle assembly. The optimisation of both the 1C engine and the turbocharger has allowed for smaller engines to outperform larger and heavier non-turbocharged counterparts. Automotive manufacturers commonly incorporate turbochargers in the engine design of trucks, cars, trains, aircrafts, and other larger construction-vehicles. Turbochargers are versatile as they can be used in Otto cycle and diesel cycle 1C engines. Turbochargers can also be configured to provide pressurised air to vehicle or aircraft cabins.

[0009] Turbochargers are not without their flaws. A main turbocharger flaw is commonly referred to as turbocharger lag (turbo lag). The lag is in reference to a hesitation or slowed throttle response when accelerating. This lag arises due to the time needed for the exhaust system and turbocharger to generate the required ‘boost’. This time is known as the ‘spool’ time. The turbocharger spool time is problematic for vehicles or applications that require little to no delay in response to the opening of the throttle (i.e. activation/acceleration initiation to provide “on tap performance”). Rather, the spool time in turbochargers results in a delayed response to the activation of a throttle, and results in delayed large torque increases that may induce traction control problems. [0010] Spool delay is best described as the transition time between engine manifold vacuum to full boost. During a driving condition where the engine is not boosted by the turbocharger, the engine throttle is closed, and the intake manifold is evacuated of all air. The exhaust turbine receives no energy and thus slows down. When boost is required the throttle is opened and the vacuum that was created now draws air from the turbocharger piping and intercooler piping. The air contained in the piping is not sufficient to rotate the turbocharger turbine at a speed to generate boost, resulting in the compressor wheel spooling. As the engine cylinder gets air through all the restrictions, the exhaust energy goes up and drives the compressor wheel to a sufficient level to create boost. However, this takes up to 260 engine cycles to occur.

[0011] Aside from recommending a change in a person’s driving style to try and keep an IC engine within a certain revolution per minute (rpm) range, engineers and mechanics have tried to address turbocharger lag through a number of adjustments and amendments. Intercoolers have been used to allow for faster air flow with reduced amounts of internal piping. Further, vehicle manufacturers such as BMW™ have positioned turbochargers adjacent to or within the V of a V-line engine to reduce the airflow distance between the turbocharger and the combustion chamber. Improvements to turbocharger responsiveness have also been found through the optimisation of engine intake components, for example, using high performance filters which reduce flow restrictions through the IC engine intake. However, neither of these features address the fundamental issue resulting in turbocharger lag, which is the spooling time of the turbocharger.

[0012] A solution directed to reducing turbocharger spooling time is to reduce the inner diameter of a turbocharger down pipe. This results in a decrease in pressure and an inverse increase in velocity of gases flowing through to the turbocharger. Despite reducing spool time, this solution decreases maximum engine power as it reduces a turbocharger’s output capacity.

[0013] Manufacturers have also resorted to re-designing turbochargers to address lag. For example, manufacturers offer turbochargers with ball-bearings or a hybrid ball-bearing and bushing bearing to reduce friction in the turbocharger. Further, variable nozzle turbines (VNT) have also been found to reduce lag. VNTs utilise a ring of moveable vanes around a turbine wheel. At low speeds the vanes move closer together which accelerates the gas flow onto the turbine wheel. At higher speeds the vanes open wider to prevent the turbo over boosting. However, VNTs are unreliable and prone to failure and require burdensome levels of maintenance. They are susceptible to carbon build up resulting in actuation and lubrication issues. VNTs require a significant amount of maintenance.

[0014] It is desirable to reduce or mitigate the effects of turbocharger lag in an IC engine, without having to redesign or reposition the turbocharger, and without compromising the total output capacity of a turbocharger.

Summary of Invention

[0015] When an IC engine is running, it draws air from the intake manifold, resulting in the formation of a vacuum, or a negative pressure condition in the intake manifold. Under a load demand (when a throttle body is opened), a turbocharger pushes air into the intake manifold counteracting the vacuum/negative pressure condition.

[0016] The present invention seeks to address the issue of turbocharger lag by utilising the negative pressure in the intake manifold and the subsequent airflow from the turbocharger. Specifically, to address the issue of turbocharger, lag the present invention seeks to bypass the turbocharger while it is spooling and to deliver additional air to an IC engine during the spooling time. This results in a near instantaneous delivery of air into the engine combustion chambers.

[0017] Therefore, the present invention provides a valve for attachment along the airflow network of the IC engine, such as the throttle body of an IC engine or in the intercooler piping, whereby the valve is openable under an extremely low vacuum condition in the intake manifold. The vacuum condition exists in the intake manifold when the engine is in a driving condition and whilst the throttle body is closed. Once the throttle body is opened, the valve is immediately exposed to the vacuum condition in the intake manifold, and moves to an open position, allowing the engine to be temporarily naturally aspirated. To avoid having the engine run lean (i.e. having a lighter than required fuel to air mixture), it is envisaged that the valve be placed before a mass air flow (MAF) meter if the IC engine assembly comprises a flow meter (cf MAFIess configuration which relies on the use of a Manifold Absolute Pressure (MAP) sensor). Once the pressure/airflow from the turbocharger exceeds that of the vacuum condition, the valve is closed, resulting in a smooth transition from natural aspiration of the 1C engine to turbocharging. The valve is designed in such a way that it will close only when the turbocharger is able to adequately cater to the air flow demands of the 1C engine, i.e. once spooling is completed.

[0018] Therefore, according to one form of the invention there is provided a valve assembly comprising: a housing having a first end section and a second end section, a through hole defining a fluid flow path extending through the housing, and a moveable member moveable within the fluid flow path, between the first end section of the housing and the second end section, to, in use, place the fluid flow path in:

- (1) an open state wherein a maximum fluid flow rate through the through hole is permissible,

- (2) a closed state, wherein fluid flow through the assembly is restricted to a minimum, and

- (3) a partially open state, wherein fluid flow through the assembly is variable between the minimum rate of the closed state and the maximum permissible flow rate of the open state.

[0019] The valve assembly of the present invention has been tested and shown to significantly reduce turbocharger lag when mounted proximate to a throttle body or along the intercooler piping. The valve assembly allows air to flow to the combustion chambers of an 1C engine, thus by-passing the turbocharger when an intake vacuum condition exists. Due to the design of the valve, minimal maintenance is required. The valve functions without the need for external input such as electronic actuation or programming. It merely relies on the fluid-mechanic properties within a turbocharged 1C engine. In an embodiment, when the valve is in use, the moveable member may be moveable to a fluid flow path open state position upon exposure to a flow rate resulting from a vacuum condition, and moveable to a fluid flow path closed state position upon exposure to an opposing pressure/flow rate which balances or exceeds the vacuum condition. In a further embodiment, the moveable member in the valve may be mechanically or electronically actuated and may comprise a spring return biasing the member in a certain position, or a solenoid which responds to electronic signals.

[0020] As the moveable member is moveable within the housing, obstructions within the housing may be used to prevent the member from moving entirely out of the housing. In one aspect, the first end section and the second end section may comprise movement limiters, which limit the movement of the moveable member within the housing and prevent the member from moving entirely out of the first end section and the second end section. The movement limiters may be shoulders extending inwardly and generally perpendicular to the internal surface of the housing. The shoulders may extend around a portion of the internal perimeter of the housing at the first and second end sections. Alternatively, the shoulder may be continuous and extend entirely around an internal perimeter of the end sections.

[0021] In an embodiment, the second end section may comprise a movement limiter in the form of an end cap which is removably attachable to the housing, and which prevents the moveable member from moving entirely out of the second end section. The second end section movement limiter may be part of the end cap and may be in the form of a shoulder. A similar end cap may be used on the first end section. Alternatively, in an embodiment where movement limiters in the form of shoulders are not used, the end sections may be narrowed to constrict the movement of the moveable member within the housing.

[0022] The end cap situated at the second end of the housing assembly serves to prevent the moveable member from moving entirely out of the housing, by providing a physical obstruction. When the moveable member meets the second end section movement limiter, a seal is created, placing the fluid flow path into the closed state, whereby the seal restricts or entirely prevents any air flow through the valve assembly. This seal prevents excessive amounts of air entering the IC engine combustion chambers. Unmetered or excessive air entering the combustion chambers may result in a discrepancy between actual airflow compared to that measured by the mass air flow sensor. As a result, the engine Power Control Module (PCM) may provide too little fuel for injection, resulting in the engine running "lean" resulting in sluggish acceleration or jerking. In an aspect of the invention, the end cap may be removably attachable to the second end section. Alternatively, the end cap may be integrally formed with the housing.

[0023] Where the end cap is removably attachable to the housing, the second end section of the housing may comprise an O-ring seal and a thread to which a complimentary end cap thread is removably attachable to. The O-ring seal advantageously prevents any unwanted airflow leakage from within the housing. Alternatively, the end cap may be removably attachable to the second end of the housing through a snap clip or snap fit arrangement, and the snap clip or snap fit arrangement may comprise a gasket, in the form of an O-ring.

[0024] To provide an adequate seal with the second end section movement limiter, and to prevent sticking, the moveable member may be designed to a specific shape to complement that second end section movement limiter. In an aspect of the invention, the moveable member may comprise a tapered section, wherein the tapered section is tapered in the direction of the fluid flow path moving from the first end section of the housing to the second end section of the housing. The tapered section of the moveable member allows for the member to complement the internal perimeter of the movement limiter of the second section and allows for a robust seal to be formed. To further enhance the seal, the moveable member may comprise a gasket in the form of an O-ring. In the closed state, the gasket rests against the obstruction provided by the end cap creating a seal. In one specific embodiment, the gasket abuts a support shoulder of the end cap when the assembly is in the closed state, restricting air flow through the assembly. The gasket/O-ring may be made of any suitable material, such as a plastic, or rubber, or metal, or may be made of a composite material.

[0025] In an aspect, the moveable member may comprise at least one aperture in a wall of the moveable member, wherein in use, fluid flows through the at least one aperture. The at least one aperture is designed to facilitate air flow around the tapered section of the member, and to further enhance airflow through the housing to allow for smooth movement of the member when in use.

[0026] The moveable member may be of any suitable size or shape, and in one aspect, the member may be similar or identical in shape to a bobbin pin. In this respect, the moveable member may resemble a cylinder or a cone, or a polyhedron, and may be shaped to minimise turbulent flow. The member may comprise a smooth surface, or an anti-stick surface finish coating.

[0027] In a further aspect of the invention, the first end section may comprise a thread and a gasket in the form of an O-ring, for attachment to an adaptor having a complementary thread. When in use, the adapter may form part of an air inlet stream of a throttle body, or intercooler piping, and the first end section may be threadedly attached to an air inlet stream. The ability to easily thread the valve assembly onto the attachment allows for ease of fitting, removal and maintenance.

[0028] In a further aspect of the invention, the valve assembly may be mounted proximate to a throttle body or intercooler piping in such a way that it remains in a closed state when the throttle body remains closed (for example, when a vehicle accelerator is not engaged). The valve body may be mounted on an angle, relative to a horizontal plane, whereby the angle is high enough such that the gravitational force on the moving member holds the member in a fluid flow path closed state position. A force sufficient to overcome the weight of the member is required to move it out of its closed state position. The valve assembly, when in use, maybe mounted on a plane that is approximately 1-20° or higher from a horizontal plane, wherein the second end section of the housing rests at a lower vertical point to the first end section. The weight of the moveable member, along with the pressure of the airflow of the turbocharger will act to keep the member in a position to place the flow path in a closed state. Where the valve is mounted to a vehicle assembly, the mounting plane is to be perpendicular to the direction of travel of the vehicle, to minimise the adverse effect of inclined or declined surfaces along the direction of vehicle movement.

[0029] According to the above aspect, the mass of the moveable member need only be enough to give the member a sufficient weight to overcome any frictional forces between the housing and the moveable member to allow the member to fall to its closed state position i.e. when the valve assembly is mounted such that the second end section of the housing rests at a lower vertical point to the first end section. In an embodiment, the moveable member may be approximately 10-20 grams or higher, and when in use, may be moveable from its assembly closed state position with a pressure of approximately 15-50 pascals or higher, depending on the weight of the moveable member.

[0030] The components of the valve assembly can be made of a variety of materials. In an aspect, the moveable member may be made of a high quality industrial high temperature plastic material, rated to above approximately 80-110°C or higher. In an alternative aspect, where the valve assembly will be subjected to higher performance standards, the moveable member may be made of titanium, and may have polytetrafluoroethylene (PTFE/ Teflon®) side guide blocks to enhance movement within the housing. The housing and the end cap may comprise a smooth and wear resistant anodized coating, and may be made from any suitable material, such as for example, aluminium 6060, 6061 , 6062 or 6063, or an aluminium blend. The end cap material may be selected and amended depending on its ease of workability by an assembly manufacturer. The seal may also be made of viton or any other suitable material.

[0031] The valve of the present invention can be installed onto a diverse range of turbocharged IC engines. According to the invention, at least one valve described in the above form and aspects, when in use, is mounted proximate to a throttle body of an internal combustion engine, and is configured such that a negative pressure/vacuum generated by the opening of a throttle body (through for example the application of an accelerator) results in movement of the moveable member. Said movement places the fluid flow path into a partially open or open state from a closed state. Once airflow/pressure provided into the throttle body by a turbocharger exceeds that of the negative pressure/vacuum, the moveable member is also configured to move toward the first end section and place the fluid flow path in a closed state. It is to be appreciated that any number of valve assemblies, in a wide variety of dimensions, can be mounted or attached proximate to a throttle body or along intercooler piping.

[0032] The invention is also directed to a method of temporarily naturally aspirating a turbocharged engine comprising, mounting at least one valve according to the form of the invention or any one of aspects of described above, to a throttle body at an angle of at least approximately 20° from a horizontal plane. The valve is to act as a turbocharger bypass valve. The at least one valve is to be mounted such that the second end section of the housing rests at a lower vertical point to the first end section. When the turbocharger is at least temporarily unable to provide a desired airflow to the engine, the at least one valve assembly is configured such that a vacuum/negative pressure state generated by an intake manifold moves the moveable member so as to place the fluid flow path in an open or partially open state. When fluid flow/pressure from the turbocharger flows at a rate that balances or exceeds the vacuum/negative pressure magnitude, the moveable member is configured to move to place the fluid flow path into its closed state.

[0033] The invention relies on the fluid mechanics of an existing turbocharged IC system to operate, and ultimately to address the issue of turbocharger lag by providing an IC engine with air during a lag period (i.e. during spooling). The invention provides an easy to install, low maintenance valve, and seeks to address turbocharger lag without adjusting the turbocharger components. In comparison to the existing methods of addressing turbocharger lag, the present invention does not compromise the performance of the turbocharger. Rather, the invention enhances the performance of the turbocharger and the IC engine. The valve removes the restriction of air flow to the IC engine while the turbocharger is spooling and delivers air directly into the engine cylinders almost instantaneously once the throttle body is opened. The invention requires very low vacuum/pressure in the intake manifold to operate (circa 50 pascals according to certain embodiments). The airflow through the valve aides in the combustion of fuel, and as a result, the exhaust gas instantly gains energy and drives the turbocharger turbine thus improving drive to the compressor which then delivers boost to the engine. The valve significantly reduces turbocharger lag, whilst reducing the turbocharger spool time. Further, the transition between atmospheric pressure to boost is seamless, as the airflow from the turbocharger closes the valve once it reaches a certain flow rate/pressure. The incorporation of the valve allows for an IC engine to reach near instantaneous peak torque when the throttle body is opened.

[0034] Where the terms “comprise, “comprises”, “comprised” or “comprising” are used in this specification (including the claims) they are to be interpreted as specifying the presence of the stated features, integers, steps or components, but not precluding the presence of one or more other features, integers, steps or components, or group thereto. Brief Description of Drawings

[0035] It will be convenient to hereinafter describe preferred embodiments of the invention with reference to the accompanying figures. The particularity of the figures is to be understood as not limiting the preceding broad description of the invention.

[0036] Figure 1 shows an exploded view of an embodiment of the valve;

[0037] Figure 2 shows a cross-sectional view of the valve of Figure 1 , along the X- X axis, with the fluid flow path in an open, a partially open and a closed state;

[0038] Figure 3 shows a cross-sectional view of the housing of the valve of Figure

1 ;

[0039] Figure 4 shows a close-up cross-sectional view of a section of the valve of Figure 1 , in a closed state;

[0040] Figure 5 shows the valve of Figure 1 as attached to an intake manifold pipe;

[0041] Figure 6 shows a cross-sectional view of the mounted valve of Figure 5;

[0042] Figure 7 shows a schematic of a vehicle IC engine and turbocharger network, with two valves mounted proximate to the throttle body;

[0043] Figure 8 shows two valves according to an embodiment of the invention mounted proximate to a throttle body of an IC engine. This embodiment represents a test set up used to measure the additional air flow the valve assembly provides the IC engine; and

[0044] Figure 9 shows an embodiment of the valve having air pod filter mounting points, and end cap notches Detailed Description

[0045] Referring to Figure 1 , there is shown an embodiment of the valve assembly 2 in an exploded view. The valve assembly 2 comprises a housing 4, which has a first end section 6, and a second end section 8, and a moveable member 10. The housing 4 is hollow and cylindrical in shape. The hollow area 12 is a through hole which extends through the assembly 2 and provides a fluid flow path 12. The moveable member 10, is moveable within the housing 4, and between the first end section 6 and the second end section 8. The movement of the member 10 between the first end section 6 and the second end section 8 places the fluid flow path 12 in a: (1) an open state 14, (2) a closed state 20, or (3) a partially open state 16. The open state 14, the partially open state 16, and the closed state 20 are shown in the cross-sectional views of Figure 2. The views of Figure 2 are cross-section views along axis X-X.

[0046] In the open state 14 shown in Figure 2, the moveable member rests against a movement limiter 22 at the first end section. In the open state 14, a maximum fluid flow rate through the fluid flow path 12 is permissible. In the open state 14, fluid in the form of gas, is able to flow through the first end section 6. The moveable member 10 comprises apertures 40. Fluid, in the form of air, flows through the moveable member apertures 40, and around a tapered section 38 of the member 10, and then through the second end section 8 unobstructed.

[0047] In the closed state 20 shown in Figure 2, the moveable member abuts the second end section 8. In the closed state 20, fluid flow through the assembly is restricted to a minimum, and in certain embodiments is restricted entirely. The abutment of the moveable member 10 with the second end section 8 creates a seal which obstructs air from flowing out of the second end section 8.

[0048] In the partially open state, moveable member 10 can be positioned anywhere between the first end section 6 and the second end section 8. The flow through the fluid flow path 12 is not entirely restricted and can vary between the minimum rate of the closed state 20 and the maximum permissible rate of the open state 14.

[0049] The movement of the moveable member 10 in Figures 1 to 4 is limited such that the member 10 remains at least partially within the housing 4 at all times when the valve assembly 2 is assembled, and in use. The movement is limited by movement limiters 22, and 28 situated at the first and second end sections 6, 8 of the housing 4. The limiters 22 and 28 act as landing areas of the moveable member 10. In Figure 2, the movement limiters 22 and 28 are shoulders. The shoulders 22, 28 protrude inwards and perpendicular to the internal surface of the housing 4 and extend in a continuous manner around the entire internal perimeter of the first 6 and second end 8 sections. The first and second end shoulders 22, 28 are a reduction of the internal diameter of the housing 4. The internal diameter of the first end section shoulder 22 is smaller than that of the external diameter of a section of the moveable member 10, therefore preventing the member 10 from moving out of the first end section 6. Similarly, the internal diameter of the second end section shoulder 28 is smaller than that of the external diameter of a section of the moveable member 10, therefore preventing the member 10 from moving out of the second end section 8

[0050] In alternative embodiments not shown in the drawings, movement limiters may comprise a single or multiple protuberances spaced out equally or at varying distances, whereby the protuberances prevent the moveable member from moving beyond a certain point in the housing as they restrict the diameter of the internal housing 4. In a further embodiment, the housing 4 may comprise adjustable movement limiters, in the form of position-adjustable tabs. The tabs may be mounted in fixed mounting holes. The tabs may comprise a separate housing and internal springs to ensure they protrude inwards into the housing 4 to constrict the open internal diameter of the housing 4 and limit the movement of the moveable member 10. This alternative embodiment is advantageous as the movement limiters may maintain a predetermined inward protrusion position even if they wear out to a certain degree.

[0051] In Figures 1 , 2, 4 and 6, the second end section 8 of the housing 4 comprises an end cap, wherein the second end section movement limiter 28 forms part of the end cap 30. The end cap 30 shown in the drawings is removably attachable to the housing 4.

[0052] In the embodiment shown in the drawings, the end cap 30 provides a shoulder 28 which acts as the movement limiter 28 of the second end section 8 of the housing 4. The end cap 30 comprises a section having an internal diameter that is smaller than the external diameter of a section of the moveable member 10, therefore preventing the member 10 from moving entirely out of the second end section 8.

[0053] As can be seen in Figures 2 and 4, the threaded engagement of the second end section 8 comprises an end cap 30. The end cap has a gasket in the form of an O-ring 32, a seat 48 for the O-ring 32, and a thread 34 to which a complimentary end cap thread 36 is removably attachable to. The thread 34 is located internally within the housing 4, and the thread 36 of the end cap 30 is located on the external surface of a section of the end cap 30. The O-ring 32 is designed to significantly reduce or entirely prevent fluid flow through the threaded engagement of the end cap 30 and the housing 4. In an alternative embodiment not shown in the drawings, the gasket 32 and the corresponding seat 48 may form part of the housing 4, or a gasket 32 and a corresponding seat 48 may be found in both the housing 4 and the end cap 30. In a further alternative embodiment not shown in the drawings, the second end section thread 34 may be located on the external surface of the housing 4, and the end cap thread 36 may be located on the internal surface of the end cap 30. Further, the O-ring 32 may be replaced with a gasket or any suitable shape or material capable of sealing the threaded engagement from fluid flow.

[0054] In a further alternative embodiment not shown in the drawings, the end cap 30 may be removably attachable to the second end section 8 of the housing 4 through a snap-fit/snap-clip arrangement, or any mechanical fastening arrangement that allows for the cap to be removably attached. For example, the housing 4 and the end cap 30 may both comprise corresponding apertures. When the apertures are aligned, the end cap 30 and the housing 4 may be mechanically fastened through the use of a nut and bolt arrangement, or a rivet, or through the use of a locating pin which can also act as a movement limiter. The nut and bolt arrangement could also act as a movement limiter.

[0055] In a further alternative embodiment not shown in the drawings, the second end section does not comprise an end cap. Rather, the second end section movement limiter 28 may be integral with the housing 4, or may be removably insertable into sections of the housing 4 in the second end section. The movement limiter in these alternate embodiments may comprise of at least one insertion tab or pin, or it may be provided in the form of a shoulder welded into the housing or milled into the housing.

[0056] As shown in Figures 2 and 3, the first end section 6 comprises an external thread 68. for attachment to an adaptor having a complementary thread. When in use, the adapter may form part of an air inlet stream of a throttle body, or intercooler piping 56, whereby the first end section 6 is threadedly attached to an air inlet stream. The ability to easily thread the valve assembly onto the attachment allows for ease of fitting, removal and maintenance. A gasket 72 and gasket seat 74, shown in Figure 2 is used to seal the threaded engagement. To cater to different sizes of intercooler piping 56 and the valve assembly 2, the adaptor (not shown in the drawings) can be made to a variety of sizes and shapes to facilitate attachment.

[0057] The moveable member 10 shown in Figures 1 and 2 is a unitary part. Although not shown in the drawings, the part may be a combination of separately manufactured parts mechanically or chemically fastened, or permanently joined. Alternatively, and as shown in the drawings, the moveable member 10 is moulded and shaped from a single block of material. The moveable member 10 comprises an open circular base 46 having an external diameter smaller than the internal diameter of the housing 4 between the two end sections 6, 8, so as to allow the member 10 to move between the two end sections 6, 8. The side walls 42 in part, and the top section 46 are recessed inwards. The recessed sections comprise a diameter smaller than that of the base 46. The internal body area 70 between the side walls 42 and beneath the top section 46 is open and hollow. Fluid is able to flow through the open base 42, through apertures 40 in the recessed side walls, and around the outside of the top section 44, when the member is not in contact with the second end section movement limiter 28.

[0058] The moveable member 10 of Figures 1 and 2 comprises a tapered section 38. The tapered section 38 is tapered in the direction of the fluid flow path 12 moving from the first end section 6 of the housing 4 to the second end section 8 of the housing 4.

[0059] The tapered section 38 can be of any shape, and in the drawings the tapered section resembles a polyhedron, specifically a 3-dimentional type pyramid. In this respect the member 10 has a mechanical bobbin-pin like shape. The top section 38 is ultimately designed to create a seal with the second end section 8 when in contact with the movement limiter 28. It is to be appreciated that the tapered top section 38 of the moveable member 52 also provides a desirable aerodynamic shape to reduce turbulent fluid flow and facilitate enhanced fluid flow. It is also designed to prevent the member 10 from jamming or sticking whilst in use. In alternative embodiments, the moveable member 10 may be in the shape of a duckbill.

[0060] The moveable member 10 may be of any shape, provided it is able to create a seal with movement limiter 28, or heavily restrict fluid flow through the assembly 2. In alternative embodiments not shown in the drawings, the top section 38 of the moveable member 10 is not tapered. In such an embodiment the moveable member 10 may be a ball or a disk.

[0061] To allow fluid to flow through the flow path 12, the moveable member 38 comprises at least one aperture. In Figures 1 and 2, the moveable member 10 shown comprises three side wall apertures 40 in the form of arc-shaped cut outs. When the fluid flow path 12 is in an open 14 or partially open state 16, fluid is able to flow through (1) the open base 46, and then (2) through the side wall apertures 40, and then finally (3) around the exterior surface of the member top section 44. The apertures 40 of the moveable member 10 can be of any size or shape, and in alternative embodiments, the apertures may be a series of small or large holes, in the form of slits or rectangular or circular or triangular or free form cut outs. In a further alternative form not shown in the drawings, the moveable member 10, may comprise a solid top section 44, and the base and body may be a simple wire frame.

[0062] When the fluid flow path 12 is in a closed state 20, the moveable member 10 top section 44 abuts the second end section 8 movement limiter 28, which creates a seal, or a significant impedance to fluid flow over the top section 44 and through the second end section 8. To enhance the seal/impedance generated in the fluid flow path closed state 20, the moveable member comprises a gasket. In the embodiment shown in Figure 4, the gasket is in the form of an O-ring 50. The gasket 50 is positioned adjacent a support shoulder 52 on the moveable member 10, and is configured to abut the movement limiter 28 of the second end section 8 of the housing 4 when the fluid flow path 12 is in the closed state 20, thus restricting fluid flow through fluid flow path 12 to a minimum flow rate, and potentially entirely restricting fluid flow. The gasket 50 may be made of any suitable material to achieve the desired seal/impedance when in use. The gasket 50 may be a compressible material, and may be metallic, plastic, rubber or any polymer, composite or alloy. In a particular embodiment the gasket 50 may be made of viton® which is a synthetic rubber and fluoropolymer elastomer. In the embodiment shown in Figure 3, the gasket 50 is an O-ring made of rubber. In an alternative embodiment not shown in the drawings, the top tapered section 38 of the moveable member 10 may be made of a rubber or compressible material, which can be compressed to create a seal with the movement limiter 28 of the second end section 8.

[0063] The valve assembly 2 is designed to be subjected to varying temperatures as it is designed to be incorporated into the airflow network of an IC engine. The assembly 2 components are also to be subjected to high rates of fluid flow, and consequently forces and levels of friction. Thermal sizing factoring in expansion and contraction is important when considering material selection and dimensioning, as incorrect material selection or dimensioning will result in the valve underperforming or jamming.

[0064] The moveable member is designed to withstand a wide variety of operating temperatures ranging from temperatures below 0°C and up to 300°C or higher. In the embodiment shown in the drawings, the moveable member 10 is made of a high quality industrial high temperature plastic material, rated to above approximately 110°C. In alternative embodiments not shown in the drawings, the moveable member 10 is made of titanium, and has polytetrafluoroethylene (PTFE/ Teflon®) side guide blocks. These higher grade more expensive materials are suitable for use in high performance IC engines commonly found in race car.

[0065] To mitigate the risk of jamming/sticking while in use, and enhance movement within the housing, the moveable member 10 shown in the drawings has comprise a smooth surface finish. The housing 4 and any removably attachable components of the housing 4 such as the end cap 30 comprise a smooth and wear resistant anodized coating. The housing 4 and the end cap 30 may be made from any material suitable to withstand the operating temperatures of an IC engine, and durable to withstand an IC engine operating environment. The material make-up of the housing 4 and the end cap 30 may include any suitable metal, composite or alloy, or polymer or any combination thereof. In the embodiments shown in the drawings, the housing comprises aluminium 6060, 6061 , or 6062 or 6063, or an aluminium blend. The end material may be selected and amended depending on its ease of workability by an assembly manufacturer.

[0066] In embodiments not shown in the drawings, the surface of the moveable member 10 or the internal surface of the housing 4 may also comprise an anti-stick surface finish coating, such as a PTFE (Teflon™) coating.

[0067] The valve assembly 2 has been made in such a way that a negative pressure, or a vacuum is able to move the moveable member 10 towards the first end section 6 of the housing. Under the vacuum or a negative pressure condition in an intake manifold, fluid flow occurs in the following direction: from the first end section 6 to the second end section 8 of the housing 4. Where there is no vacuum/negative pressure present in the intake manifold, the assembly is configured such that the moveable member can move towards the second end section 8 of the housing. In this respect, the valve assembly 4 is configured to be mounted such that, when in use, the fluid flow path 12 remains in a closed state 20 when not subjected to an intake manifold negative pressure or vacuum, i.e. when at rest, or when subjected to a positive fluid flow pressure within the IC airflow network. As a result, the fluid flow path 12 is restricted or entirely sealed when at rest or subjected to a positive fluid flow pressure.

[0068] As shown in Figures 7 and 8, the valve assembly 2 is mounted proximate to a throttle body 54. In Figure 5, the valve assembly 2 is mounted to intercooler piping 56. The valve assembly 2 is mounted in such a way that the fluid flow path 12 remains in a closed state 20 when the throttle body 54 remains closed (for example, when a vehicle accelerator is not engaged). In this respect, the valve assembly 2 is mounted on an angle, relative to a horizontal plane Z-Z. The mounting angle is designed to be high enough such that in an at rest scenario, the moveable member 10 remains in a closed state 20 position due to its weight (i.e. utilising mass and gravity). The pressure / airflow from the turbocharger also acts to keep the member in a closed state 20 position. The mounting angle can range from 1-179°. The moveable member 10 is moveable from the closed state 20 position when it is exposed to an intake manifold vacuum/pressure sufficient to overcome the weight of the member 10 and any frictional forces between the member 10 and the housing 4.

[0069] In Figure 8, the valve assembly 2, is mounted proximate to a throttle body 54 at an angle of 20° from the horizontal plane Z-Z, wherein the second end section 8 of the housing 4 rests at a lower vertical point to the first end section 6. The valve assembly 2 is mounted in a plane perpendicular to the direction of travel of the vehicle shown in the Figure. This minimises the effect of inclined or declined surfaces along the direction of vehicle movement.

[0070] In Figure 5, the valve assembly 2, is mounted to an intercooler pipe 56 at an angle of approximately 20° from the horizontal plane Z-Z, wherein the second end section 8 of the housing 4 rests at a lower vertical point to the first end section 6. It is to be appreciated that the valve assembly can be mounted along any appropriate part of an IC engine air flow network, provided the valve assembly 2 is exposed to the turbocharger 64 air flow, and the intake manifold vacuum condition. To ensure any air drawn into an IC engine through the valve is clean, the valve may be encased or covered with a filter 58 as seen in Figures 5 and 6.

[0071] The mass of the moveable member 10 need only be enough to give the member 10 enough weight to overcome any frictional forces between the housing 4 and the moveable member 10. With the assembly 2 mounted according to the configuration of Figure 6, the weight of the moveable member 10 results in the member 10 falling to a fluid flow path 12 closed state 20 position, when a vehicle is idling or is at rest. The mass of a moveable member 10 can be any viable mass above 0 grams. The heavier the member 10 the higher the force required to move it to the fluid flow path 12 open state 14 position. In this respect, it is desirable to make the member as light as possible, whilst maintaining its structural integrity. The moveable member 10 shown in the drawings is designed to be 21 grams. In the embodiment shown in the drawings, a 21 gram mass was found to allow the member 10 to maintain its structural integrity whilst being moveable from the closed state 20 position with a pressure of approximately 50 pascals.

[0072] The valve assembly 2 can be installed onto a diverse range of turbocharged IC engines and can be made to in a range of sizes/dimensions to meet the demand of different engines. Figure 7 provides a schematic of an example mounting configuration, whereby two valve assemblies 2 are mounted proximate to a throttle body 54. Figure 8 also provides an example of the two valve assemblies 2 mounted proximate to a throttle body 54. Further, any number of valve assemblies 2 can be integrated into the air flow circuit of an 1C engine to cater to the air intake demand of the engine, and airflow networks are not restricted to two assemblies 2.

[0073] In Figures 7 and 8, the valve assemblies 2 are mounted at an approximate angle of 20° from the horizontal plane Z-Z, whereby the second end section 8 of the housing 4 sits at a lower vertical point to the first end section 6 of the housing 4. A negative pressure/vacuum in the intake manifold generated by the opening of the throttle body 54 through the application of an accelerator (not shown), results in movement of the moveable member 10. This movement places the fluid flow path 12 into a partially open state 16 or an open state 14 from a closed state 20. Once airflow/pressure provided into the throttle body 54 by a turbocharger 64 exceeds that of the negative pressure/vacuum, the moveable member 10 in each valve assembly 2 is configured to move into a closed state 20 position to close/restrict the fluid flow path 12.

[0074] The valve assembly 2 is capable of operating in an IC engine assembly comprising a Mass Air Flow (MAF) meter, or a MAFIess assembly. To avoid unmetered or excessive air entering the combustion chambers (not shown) where a MAF sensor is present, the valve assembly 2 is designed to be mounted such that the additional airflow / pressure flowing through a valve assembly 2 is picked up by the MAF or the MAP sensor. This mounting configuration allows for any air entering the IC engine to be metered. In Figure 8, the IC engine assembly 60 is MAFIess, and utilises a Manifold Absolute Pressure (MAP) sensor (not shown in drawings). The MAP sensor is located inside the intake manifold. The MAP sensor feeds pressure information to an Electronic Control Unit (ECU). The MAP sensor data coupled with data regarding the engine's revolutions per minute, and other information calculates fuel requirements of the engine. Both the MAF and the MAP sensors are designed to prevent an IC engine from running lean. Figure 7 depicts an assembly common to an IC engine, containing either a Mass Air Flow sensor, or being MAFIess system. If the configuration of Figure 7 were to comprise a Mass Air Flow sensor, the location of the sensor has been marked by reference numeral 62. [0075] When in use, the valve assembly acts as a turbocharger bypass valve 2 as it utilises the properties of a turbocharged IC engine 60 to temporarily naturally aspirate the IC engine 60. Therefore, when in use, the valve assembly 2 provides a method of temporarily naturally aspirating a turbocharged engine to be executed. This method is executed by mounting the valve 2 anywhere along the airflow network of the IC engine, and preferably to either the throttle body 54 or the intercooler piping 56. The valve assembly is to be mounted at an angle between 1 to 179°, and as shown in the drawings, at an angle of at least approximately 20° from a horizontal plane Z-Z, wherein the second end section 8 of the housing rests 4 at a lower vertical point to the first end section 6. When the turbocharger 64 is temporarily unable to provide a desired airflow to the combustion chambers of the IC engine 60, the mounted valve assembly 2 is configured such that a vacuum/negative pressure state generated by an intake manifold (not shown in the drawings) is able to move the moveable member 10 so as to place the fluid flow path 12 in an open 14 or partially open state 16. When fluid flow/pressure from the turbocharger 64 flows at a rate that balances or exceeds the vacuum/negative pressure magnitude, the moveable member 10 is configured to move to a closed state 20 position, placing the fluid flow path 12 into its closed state 20. Although not shown in the drawings it is to be appreciated that one, or two or more valve assemblies can be used.

[0076] The time for which the fluid flow path 12 remains in an open 14 or partially open 16 state is determined by the rate of combustion of air and fuel, and the flow of the exhaust gases which drives the compressor producing boost, which in turn provides sufficient pressure to instantaneously move the fluid flow path 12 into a closed state 20.

[0077] Figure 8 shows two valve assemblies 2 mounted proximate to a throttle body 54. There is also shown a piping network used to test the performance of the valve assemblies 2. The valve assemblies 2 are piped to a Mass Air sensor 62 which is used to measure the additional airflow the valve assemblies 2 provide. The inclusion of the additional piping and Mass Air Flow sensor 62 is optional in a final installation.

[0078] Upon installing two valves 2 on a 5.7-litre turbocharged IC engine in a similar setup to that shown in Figures 7 and 8, the following was observed. 45.7 cubic feet of air per minute was consumed; peak measured at the valves 2 acting as turbocharger bypass valves. A turbocharger dwell time of 1.15 seconds was measured at the time the throttle was opened, after which time the fluid flow path 12 of the valves 2 moved into a closed state 20.

[0079] The durability of the valve assembly has also been tested according to the set up of Figure 8. The valve assembly 2 was tested at 400 cycles between the open 14 and closed 20 state per minute for over 1 ,000,000 cycles, without failure. The utilised a pressure confirmation module. Once the pressure was measured within the assembly 2 to reach a certain point, the module determined that the fluid flow path 12 was in a closed state, to ensure the proper functioning of the valve assembly 12, and the accurate counting of the cycles during testing.

[0080] In an embodiment not shown in the drawings, valve assembly 2 comprises the following parameters: moveable member 10 internal diameter of 45.5 mm with a cross sectional area of 16.26 cm; a total inlet diameter of 39.3mm; a housing 4 internal diameter of 60mm with a cross sectional area of 28.274 cm ² . The moveable member 10 may comprise three side walls 42 configured to be 7.25mm by 8.5mm, resulting in an aperture 40 area of 10.166 cm ² . These dimensions have been found to yield positive results. In this respect, it is to be appreciated that the moveable member 10 is to be configured and dimensioned so as to allow a sufficient amount of air to pass through to the combustion chamber to compensate for turbo lag. Aspects of the moveable member 10 may be dimensioned so as to be scaled in comparison to the internal housing 4 diameter. A scaling factor of 1 :10 with respect to the internal housing diameter 4 or greater may be employed to ensure closure of the valve assembly 8 on a boost condition.

[0081] In Figure 9, there is shown an embodiment of the valve assembly 2 comprising filter 58 mounting points 76. In the embodiment shown, there are six generally equidistantly arranged mounting points 76 located along the housing 4, along a raised section of the external surface. The mounting points 76 are blind holes 6.35 diameter x 6 mm deep. Although not shown in the drawings, the housing 4 may comprise any number of mounting spaced equidistantly or at variable distances. The mounting points may be of any dimension sufficient to allow for an air filter to be mounted. [0082] Further, in the embodiment shown in Figure 9 there is shown a plurality of end cap 30 engagement notches 78. The notches 78 shown are 6.35 mm wide x 2 mm deep at a 45-degree angle. The notches 78 allow for a tool (not shown in the drawings) to engage the end cap 30 attach it to the housing 4 at a specified torque. Although not shown in the drawings, the notches 78 can be of any shape or configurations, and the end cap 30 may comprise any number of notches 78. The notches 78 may be configured so as to indicate tamper or disassembly. In an example of such notch configuration (not shown in the drawings), the end cap 30 comprises six notches, whereby the notches they can be driven without evidence of tamper in one direction, being the tightening direction. If the end cap 30 is loosened the notches will need to be dented by any tool, thus indicating tamper.

[0083] Although not shown in the drawings moveable member 10 may comprise a spring to bias the member 10 into a closed state 20 position. In this embodiment, the valve assembly can theoretically be mounted at any angle, including 0°, as the member 10 will always default to a closed state 20 position. In this alternative embodiment, the moveable member 10 may be a ball, or a plate, a disc, or a cone, whereby the movement of the member 10 will be in part directed by an attached spring. Further, as the weight of the member 10 is not required to create a closed state 20, the mass of the member 10 may be significantly lighter than a member 10 used in an assembly 2 to be mounted on an angle above 0°. In this respect, the spring bias and the turbocharger pressure act to keep the member 10 in a closed state 20 position.

[0084] In a further embodiment not shown in the drawings, the moveable member 10 may pivot or swing about a pivot point placing the flow path 12 in an open state 14 position, a partially open state position 16 or a closed state 20 position. In this alternative embodiment, the movement of the member 10 will be limited by the housing 4 side walls in addition to either a first end section movement limiter 22 or a second end section movement limiter 28. Alternatively, limiters may be placed in the middle of the housing 4.

[0085] In a further alternative embodiment not shown in the drawings, the moveable member 10 may comprise a timed return bias. Once a force is applied to move the member 10 to put the fluid flow path into an open state 14 or partially open state 16, a mechanical or electrical timing device will return the member 10 to a position creating a flow path closed state 20 within a specified number of seconds.

[0086] In a further alternative embodiment, the housing 4 may comprise overlapping internal arms between which the member 10 is placed. The moveable member may comprise a T-section such that when the cross section of the T rests on the overlapping sections of the arms, the fluid flow path 12 is blocked placing it in a closed state 20. The movement of the moveable member 10 may be limited by the side walls of the housing 4. The flow path 12 is designed to open 14, 16 once a vacuum from an IC engine manifold generates a sufficient air flow to lift the moveable member 10 such the cross-section of the T is no longer in contact with the overlapping arms.

[0087] It is to be appreciated that components of the valve assembly 2 may be manufactured through standard methods such as injection moulding, product, extrusion, laser cutting, milling, and CNC machining. Certain manufacturing techniques such as injection moulding and laser cutting may provide certain advantages over other methods, such as a smoother surface finish, or precise cutting, which yields functional advantages.

[0088] The invention relies on the fluid mechanics of the existing turbocharged IC system to operate and address the issue of turbocharger lag. The invention provides an easy to install, low maintenance valve assembly 2, and seeks to address turbocharger lag without adjusting turbocharger components. In comparison to the existing methods used to address turbocharger lag, the present invention does not compromise the performance of the turbocharger. Rather, the invention enhances the performance of the turbocharger and the IC engine 60. The valve removes the restriction of air flow to the IC engine 60 while the turbocharger 64 is spooling and delivers air directly into the engine cylinders almost instantaneously once the throttle body 54 is opened. The valve assembly 2 requires a low intake manifold vacuum/pressure to operate (approximately 50 pascals according to certain embodiments, when mounted at an angle of 20° and with a moveable member 10 mass of approximately 21 grams). [0089] The airflow through the valves 2 aide in the combustion of fuel, and as a result, the exhaust gas instantly gains energy and drives the turbocharger 64 turbine thus improving drive to the compressor which then delivers boost to the 1C engine. The valve significantly reduces turbocharger lag, whilst reducing the turbocharger spool time. Further, the transition between atmospheric pressure to boost is seamless, as the airflow from the turbocharger 64 places the valve flow path 12 in a closed state 20 once it reaches a certain flow rate/pressure. The incorporation of the valve 2 allows for an IC engine to reach a near instantaneous peak torque at the point the throttle body is opened.

[0090] When integrated into a motor vehicle IC engine, vehicle performance may generally improve. For example, when rapidly applying the accelerator, the bypass valve 2 opens near-instantly, and supplies air to the engine 60 resulting in near instant responsiveness. The net effect is such that the turbocharger 64 spools up relatively faster, delivering a driving experience that feels as though instant torque and power is being delivered.

[0091] It is to be understood that various alterations, modifications and/or additions may be introduced into the construction and arrangement of the parts previously described without departing from the spirit or ambit of this invention.

Reference Numeral List

2 - Valve assembly

4 - Housing

6 - First end section

8 - Second end section

10 - Moveable member

12 - Fluid flow path / through hole

14 - Flow path open state

16 - Flow path partially open state

20 - Flow path closed state

22 - First end section movement limiter

28 - Second end section movement limiter

30 - End Cap

32 - Gasket/O-ring of second end section of housing / end cap 34 -Thread of second end section of housing 36 - End cap thread

38 - Tapered section of moveable member

40 - Moveable member side wall apertures

42 - Moveable member side walls

44 - Moveable member top section

46 - Moveable member base

48 - End cap O-ring/gasket seat

50 - Moveable member gasket

52 - Moveable member support shoulder

54 - Throttle body

56 - Intercooler piping

58 - Filter

60 - IC Engine assembly 62 - Mass air flow sensor 64 - Turbocharger

68 - First end section external thread 70 - Moveable member internal body 72 - First end body gasket 74 - First end body gasket seat 76 - Air filter mounting point 78 - End cap mounting notch