Engine intake manifold exhaust assembly, intake manifold system, and vehicle

Abstract

An engine intake manifold vent assembly, an intake manifold system, and a vehicle are provided. The intake manifold vent assembly includes a vent tube connected to a bottom of a manifold chamber, an oil separator connected to an engine block, and a controlled check valve connecting the vent tube to the oil separator and configured to allow liquid and gas in the manifold chamber to flow into the oil separator.

Description

[0001] This application is a divisional application of Ford Global Technologies Inc.'s invention patent application entitled "Intake Manifold Emission Assembly for Engine," application number 201810067486.9, filed on January 24, 2018. Technical Field

[0002] This invention relates to an intake manifold drain assembly in the intake system of an engine, and more particularly to an intake manifold drain system for discharging oil from the intake manifold drain assembly at a controlled flow rate. Background Technology

[0003] Some internal combustion engines include a crankcase forced ventilation (PCV) system, which routes gases from the crankcase (i.e., PCV gases) to the engine's intake manifold. Some engines further include a water-cooled supercharged air cooler (WCAC) located within the intake manifold. The fins and plates of the WCAC can act as separators to separate oil droplets from the incoming air and from the PCV gases. The separated oil accumulates at the bottom of the intake manifold and reaches a critical amount. When the accumulated oil exceeds this critical amount, it will enter the combustion chamber when the driver operates the vehicle with deep acceleration, potentially causing abnormal combustion (e.g., pre-ignition) and possibly piston damage. The inventors of this application have recognized the need for an intake manifold venting system for draining and recirculating oil accumulated in the intake manifold. Summary of the Invention

[0004] According to one aspect of the invention, an intake manifold exhaust assembly for an engine is provided, the intake manifold exhaust assembly including an exhaust pipe, an oil separator, and a controlled check valve, the exhaust pipe being connected to the bottom of a manifold chamber, the oil separator being connected to an engine block, and the controlled check valve being connected to the exhaust pipe and the oil separator and configured to allow fluid in the manifold chamber to flow into the oil separator.

[0005] In one embodiment, the controlled check valve is further configured to control the flow through the controlled check valve to be below a threshold flow rate.

[0006] In one embodiment, the discharge pipe may be connected at or near the lowest point of the manifold chamber.

[0007] In another embodiment, the controlled check valve may be positioned at approximately the same height as the connection point from the discharge pipe to the bottom of the manifold chamber, or at a height below the connection point from the discharge pipe to the bottom of the manifold chamber.

[0008] In another embodiment, the controlled check valve can be directly connected to the oil separator.

[0009] In another embodiment, the controlled check valve may include a valve seat and a valve diaphragm disposed on the valve seat.

[0010] In another embodiment, the valve seat may include a first inward-facing surface and a second surface opposite to the first surface. A valve diaphragm may be disposed on the first surface and may be in fluid communication with gas and liquid in the manifold chamber.

[0011] In another embodiment, the valve diaphragm may be made of flexible rubber and may include connecting protrusions extending toward a first surface of the valve seat.

[0012] In another embodiment, the valve seat may include a mounting hole and a flow control hole, the mounting hole being for receiving a connection protrusion of the valve diaphragm.

[0013] In another embodiment, the flow control orifice can be configured to control the flow through the controlled check valve to be below a threshold flow rate.

[0014] In another embodiment, the valve seat may be formed on a sidewall extending from the housing of the oil separator and integrally formed with the housing.

[0015] In another embodiment, the intake manifold exhaust assembly may further include a sleeve attached to the sidewall and surrounding the valve seat.

[0016] In another embodiment, the sleeve is connected to the discharge pipe via a connector.

[0017] In another embodiment, the controlled check valve is configured to control the flow rate to less than 15 liters per minute.

[0018] In another embodiment, the controlled check valve is configured to discharge fluid under low engine load conditions.

[0019] According to another aspect, an intake manifold system for an engine is provided. The intake manifold system includes a manifold chamber, an exhaust pipe, an oil separator, and a controlled check valve. The manifold chamber receives inlet gas and crankcase ventilation gas from the crankcase. The exhaust pipe is connected to a connection location at the bottom of the manifold chamber. The oil separator is connected to the crankcase. The controlled check valve connects the exhaust pipe to the oil separator and is configured to allow liquid and gas in the manifold chamber to flow into the oil separator. This connection location is near or at the lowest point of the manifold chamber.

[0020] In one embodiment, the controlled check valve is further configured to control the flow through the controlled check valve to be below a threshold flow rate.

[0021] In one embodiment, the oil separator can be connected to the engine block.

[0022] In another embodiment, the oil separator may include a first inlet for receiving fluid from the manifold chamber and a second inlet for receiving PCV gas from the crankcase.

[0023] In another embodiment, the controlled check valve may be positioned at approximately the same height as the connection point or at a height below the connection point.

[0024] In another embodiment, the controlled check valve can be directly connected to the oil separator.

[0025] In another embodiment, the controlled check valve can be configured to control a threshold flow rate of less than 15 liters per minute.

[0026] In another embodiment, the intake manifold exhaust assembly can be configured to discharge fluid when the vehicle is not in operation.

[0027] In another embodiment, the controlled check valve can be configured to discharge fluid under low engine load conditions.

[0028] In another embodiment, the intake manifold system may further include a water-cooled booster air cooler disposed in the manifold chamber.

[0029] According to another aspect, an intake manifold exhaust assembly for an engine is provided, the intake manifold exhaust assembly including an exhaust pipe, an oil separator, and a controlled check valve, the exhaust pipe being connected to the bottom of a manifold chamber, the oil separator being in fluid communication with a crankcase, and the controlled check valve being connected to the exhaust pipe and the oil separator and configured to allow fluid in the manifold chamber to flow into the oil separator and to control the flow rate through the controlled check valve to be below a threshold flow rate.

[0030] According to another aspect, a vehicle is provided that includes an intake manifold exhaust assembly for an engine, the intake manifold exhaust assembly including an exhaust pipe, an oil separator, and a controlled check valve, the exhaust pipe being connected to the bottom of a manifold chamber, the oil separator being connected to an engine block, and the controlled check valve being connected to the exhaust pipe and the oil separator and configured to allow fluid in the manifold chamber to flow into the oil separator.

[0031] The intake manifold exhaust assembly of this application discharges oil droplets accumulated in the intake manifold chamber, thereby preventing the accumulated oil from being drawn into the combustion chamber and causing abnormal combustion under certain conditions (e.g., pre-ignition). The discharged oil passes through an oil separator and is ultimately connected to the engine oil pan. Therefore, no additional steps are required to collect the discharged oil, and the discharged oil can be reused. In addition, oil accumulated in the manifold chamber can be continuously discharged to maintain the oil level in the manifold chamber at a low level. Attached Figure Description

[0032] The exemplary embodiments will become clearer from the following brief description taken in conjunction with the accompanying drawings. The drawings illustrate non-limiting exemplary embodiments as described herein.

[0033] Figure 1 A schematic diagram of an engine and intake manifold system according to an embodiment of the present invention is shown;

[0034] Figure 2 This is a cross-sectional view of the intake manifold system of an engine according to an embodiment of the present invention;

[0035] Figure 3 yes Figure 2 Another view of the center intake manifold system;

[0036] Figure 4 yes Figure 2 A partial view of the center intake manifold system;

[0037] Figure 5 yes Figure 2 A partial view of the intake manifold exhaust assembly of the central intake manifold system;

[0038] Figure 6 yes Figure 2 A partial view of the oil separator in the middle intake manifold system.

[0039] It should be noted that these figures are intended to illustrate the general characteristics of the methods, structures, and / or materials used in certain exemplary embodiments and are intended to supplement the written description provided below. However, these figures are not drawn to scale and may not accurately reflect the precise structural or performance characteristics of any given embodiment, and should not be construed as limiting or restricting the range of values ​​or performance included in the exemplary embodiments. The use of similar or identical reference numerals in the various figures is intended to indicate the presence of similar or identical elements or features. Detailed Implementation

[0040] The disclosed intake manifold exhaust assembly will become better understood by reading the following detailed description in conjunction with the accompanying drawings. The detailed description and drawings are merely examples of the various inventions described herein. It will be understood by those skilled in the art that the disclosed examples can be changed, modified, and altered without departing from the scope of the invention described herein. Many variations are contemplated for different applications and design considerations; however, for the sake of brevity, each and any contemplated variation is not described separately in the following detailed description.

[0041] Examples of various intake manifold emission assemblies are provided throughout the following specific embodiments. Relevant features in the examples may be the same, similar, or different in different examples. For the sake of brevity, relevant features will not be explained redundantly in every example. Instead, the use of relevant feature names will indicate to the reader that features with relevant feature names may be similar to relevant features in the previously explained examples. Features for a given example will be described in that specific example. The reader should understand that a given feature does not need to be the same as or similar to the specific description of a relevant feature in any given figure or example.

[0042] Reference Figure 1 An example system configuration of a multi-cylinder engine, generally described as 10, which may be included in the propulsion system of a motor vehicle is shown. Engine 10 can be at least partially controlled by a control system including engine controller 12 and by input from vehicle operator 230 via input device 232. In this example, input device 232 includes an accelerator pedal and a pedal position sensor 234 for generating a proportional pedal position signal PP.

[0043] Engine 10 may include a crankcase 28 that surrounds crankshaft 30, and a lower portion of the engine block, generally shown as 26. Crankcase 28 contains gases and may include an oil pan 32 (also referred to as an oil sump) that holds engine lubricant (e.g., oil) below crankshaft 30. An oil filler port 29 may be provided in crankcase 28 to allow oil to be supplied to oil pan 32. Oil filler port 29 may include an oil cap 33 for sealing oil filler port 29 when the engine is running. A dipstick tube 37 may also be provided in crankcase 28 and may include a dipstick 35 for measuring the oil level in oil pan 32. Furthermore, crankcase 28 may include a plurality of other holes for servicing components within crankcase 28. These holes in crankcase 28 may remain closed during engine operation to allow the PCV system (described below) to operate during engine operation.

[0044] The upper portion of the engine block 26 may include a combustion chamber (e.g., a cylinder) 34. The combustion chamber 34 may include a combustion chamber wall 36 having a piston 38 positioned therein. The piston 38 may be connected to a crankshaft 30 to convert the reciprocating motion of the piston 38 into rotational motion of the crankshaft 30. The combustion chamber 34 may receive fuel from a fuel injector 45 (configured herein as a direct fuel injector) and intake air from an intake manifold 42 positioned downstream of a throttle valve 44. The engine block 26 may also include input to an engine coolant temperature (ECT) sensor 46 of the engine controller 12 (described in more detail below).

[0045] Throttle valve 44 can be positioned in the engine intake port to control the airflow entering the intake manifold 42. Air filter 54 can be positioned upstream of throttle valve 44 and can filter the fresh air entering the intake passage 13.

[0046] In one example, engine 10 may include a compressor located upstream of throttle valve 44 and downstream of air filter 54. In such an example, PCV operation can be modified to accommodate changes in pressure differential within intake system 17. Specifically, the flow of PCV gas can be reversed. That is, crankcase gas can flow through PCV pipe 74 into intake passage 13, opposite to PCV pipe 80. Furthermore, in such an example, turbine 62 may be located within the exhaust system. It should be understood that intake system 17 may include air filter 54, intake passage 13, intake manifold 42, throttle valve 44, and intake valve system 40.

[0047] Air can enter the combustion chamber 34 via a cam-actuated intake valve system 40. Similarly, combusted exhaust can exit the combustion chamber 34 via a cam-actuated exhaust valve system 41. In an alternative embodiment, one or more of the intake and exhaust valve systems can be electrically actuated.

[0048] Combustion exhaust gases exit the combustion chamber 34 through an exhaust passage 60 located upstream of the turbine 62. An exhaust sensor 64 may be positioned upstream of the turbine 62 along the exhaust passage 60. The turbine 62 may be equipped with an exhaust bypass valve that bypasses it. The exhaust sensor 64 may be a suitable sensor for providing an indication of the exhaust air-fuel ratio, such as a linear oxygen sensor or UEGO (universal or wide-range exhaust oxygen), a dual-state oxygen sensor or EGO (exhaust gas oxygen), HEGO (heated EGO), NOx, HC, or CO sensor. The exhaust sensor 64 may be connected to the engine controller 12.

[0049] exist Figure 1In this example, a crankcase forced ventilation (PCV) system 16 is connected to the engine intake port to allow gases in the crankcase 28 to be discharged from the crankcase 28 in a controlled manner. The PCV system 16 is configured to draw air into the crankcase 28 via a PCV duct 74 connected to the engine intake port (e.g., intake passage 13) to allow gases in the crankcase to be discharged from the crankcase 28 in a controlled manner via a PCV duct 80. A first end 101 of the PCV duct 74 may be mechanically coupled or connected to an intake manifold 42 upstream of the throttle valve 44. Specifically, the PCV duct 74 may be connected to the intake passage 13. In some examples, the first end 101 of the PCV duct 74 may be connected to a fresh air intake passage 13 downstream of the air filter 54 (as shown). In other examples, the PCV duct 74 may be connected to a fresh air intake passage 13 upstream of the air filter 54. A second end 102 of the PCV duct 74 (opposite to the first end 101) may be mechanically coupled or connected to an oil separator 93. Therefore, during operation of the PCV system 16, incoming air can flow through the PCV duct 74 into the crankcase 28 after passing through the oil separator. A valve 75 can be connected to the PCV duct 74 and configured to regulate the amount of air flowing through it. The valve 75 can be controlled by the controller 12 or can be operated passively.

[0050] Crankcase gases may include blow-by gases from the combustion chamber to the crankcase. Blow-by gas is the gas that flows through the piston in the combustion chamber. The gas escaping into crankcase 28 may be referred to as forced crankcase ventilation (PCV) gas 90. PCV gas 90 can circulate in the lower region 79 of crankcase 28 and toward the upper region 77 of crankcase 28. PCV gas 90 can exit crankcase 28 through crankcase outlet 82 and travel along another PCV duct 80 to intake manifold 42.

[0051] PCV line 80 includes an inlet 82 and an outlet 84. An oil separator 81 may also be connected to PCV line 80. The oil separator 81 is configured to remove oil from crankcase gases 90. The oil separator includes multiple baffles 87 or other surfaces that allow PCV gases to flow through it while separating oil from the PCV gases leaving the crankcase 28.

[0052] Similarly, outlet 84 leads to intake manifold 42. Therefore, outlet 84 is in communication with intake manifold 42 and cylinder fluid. PCV valve 78 is connected to PCV line 80. PCV valve 78 is configured to regulate the amount of PCV gas flowing through PCV line 80. PCV valve 78 is a one-way check valve or positive PCV valve that guides the flow of PCV gas from crankcase outlet 82 to intake manifold 42 and restricts the backflow of PCV gas from crankcase outlet 82 back into crankcase 28. In this way, crankcase gas can flow into intake system 17.

[0053] In some embodiments, the PCV conduit 74 may include a pressure sensor 61 connected therein. The pressure sensor 61 may be an absolute pressure sensor or a metering sensor. One or more additional pressure and / or flow sensors may be connected to the PCV system at optional locations. In some examples, a pressure sensor 58 may be connected downstream of the air filter 54 to the intake passage 13 to provide an estimate of the pressure in the intake passage 13.

[0054] Gas can flow through PCV duct 74 in two directions (from crankcase 28 to intake passage 13 and / or from intake passage 13 to crankcase 28). For example, during non-boosted conditions, the PCV system expels air outside the crankcase and into intake manifold 42 via PCV duct 80, which in some examples may include a one-way PCV valve 78 for providing continuous venting of gas from within crankcase 28 prior to connection to intake manifold 42. It should be understood that although the described examples show PCV valves (75 and / or 78) as passive valves, this is not intended to be limiting, and in alternative embodiments, PCV valves (75 and / or 78) may be electronically controlled valves (e.g., powertrain control module (PCM) control valves), where the controller can instruct a signal to change the valve position from an open position (or a high-flow position) to a closed position (or a low-flow position) or any position in between, and vice versa.

[0055] In some embodiments, the intake manifold system 43 may include an intake manifold 42 and an intake manifold exhaust assembly 91. The intake manifold exhaust assembly 91 is configured to exhaust fluid 96 from the intake manifold 42. It should be understood that, as used herein, fluid in the intake manifold refers to fluid 96 flowing through the exhaust pipe 92. Fluid 96 may include a mixture of air and crankcase gases, as well as a liquid including oil and other liquids (e.g., water). The intake manifold exhaust assembly 91 may include an exhaust pipe 92, an oil separator 93, and a controlled check valve 94 connected to the exhaust pipe 92 and the oil separator 93.

[0056] In the described embodiment, an oil separator 93 may be mounted to an engine block 83 and includes multiple baffles 97 or other surfaces that allow gas to flow through it while separating liquid or oil from the gas flow. The oil separator 93 has an inlet 95 for receiving fluid 96 from the intake manifold 42. A controlled check valve 94 is configured to control the flow rate of fluid 96 below a threshold flow rate. The intake manifold exhaust assembly 91 will target… Figure 2-6 This will be discussed in more detail here.

[0057] In the described embodiment, engine 10 includes two oil separators 82 and 93. Alternatively, engine 10 may include only one oil separator 93, which is configured to receive fluid 96 and gas from crankcase 28 to separate liquid (e.g., oil) from the gas flow. For example, oil separator 93 may include a second inlet (not shown) for receiving gas from crankcase 28. Gas leaving oil separator 93 passes through a check valve, through PCV line 80, and then into intake manifold 42, while the separated liquid or oil enters oil pan 32.

[0058] In some embodiments, the intake manifold system 43 may include a water-cooled booster air cooler (WCAC) 98 disposed within the manifold chamber. The WCAC 98 can increase the amount of oil present in the intake manifold 42 because it can separate oil droplets or liquid droplets from the airflow. Accumulated oil or liquid can be drawn from the intake manifold 62 in a controlled manner through the intake manifold exhaust assembly 91. It should be understood that the intake manifold exhaust system 91 can be used in engine systems without a WCAC.

[0059] Engine controller 12 in Figure 1The engine controller 12, shown as a microcomputer, includes a microprocessor unit (CPU) 208, input / output ports (I / O) 210, electronic storage media for executable programs and calibration values ​​(shown in this particular example as a read-only memory (ROM) chip 212), random access memory (RAM) 214, wear correction factor memory (KAM) 216, and a data bus. The engine controller 12 can receive various signals from sensors connected to the engine 10, including measurements of the introduced mass airflow (MAF) from the mass airflow sensor 58, the engine coolant temperature (ECT) from the temperature sensor 46, the exhaust air-fuel ratio from the exhaust sensor 64, and so on. Furthermore, the engine controller 12 can monitor and adjust the positions of various actuators based on inputs received from the various sensors. These actuators may include, for example, a throttle valve 44, intake and exhaust valve systems 40, 41, PCV valve 75, and / or PCV valve 78. The storage medium read-only memory 212 can be programmed with computer-readable data representing instructions executable by the microprocessor unit 208 for performing the methods described below, as well as other variations that are contemplated but not specifically listed.

[0060] Reference Figure 2-4 , Figure 2 This is a cross-sectional view of the intake manifold system of an engine according to an embodiment of the present invention. Figure 3 yes Figure 2 A view of the center intake manifold system 100 and Figure 4 yes Figure 2 Another view of the intake manifold system 100. The intake manifold system 100 may include a manifold chamber 102 and an intake manifold exhaust assembly 104. The manifold chamber 102 is configured to receive fresh air and crankcase ventilation (PCV) gas. Fresh air and PCV gas flow into the combustion chamber through flow channels 106. In some embodiments, the intake manifold system 100 may further include a water-cooled booster air cooler (WCAC) 108 disposed within the manifold chamber 102. The WCAC 108 may include fins and plates for increasing the heat exchange surface and may be a conventional WCAC used in the art. When droplets or oil droplets in the PCV gas pass through the WCAC 108, the droplets separate from the airflow and fall into the manifold chamber 102. When oil accumulates in the manifold chamber 102 to a critical amount, oil may enter the combustion chamber through flow channels 106 and cause abnormal combustion under certain conditions. For example, under high load conditions or when the driver depresses the accelerator pedal, the manifold chamber 102 has positive pressure. However, due to the uneven flow distribution in the manifold chamber 102, a low-pressure region or vacuum may exist in the area adjacent to the flow channel 106. Therefore, oil can be drawn into the combustion chamber.

[0061] In some embodiments, an intake manifold exhaust assembly 104 or exhaust assembly 104 is disposed in the intake manifold system 100 to extract oil in order to keep accumulated oil below a critical level. It should be understood that the exhaust assembly 104 can be used in engine systems without WCAC. The exhaust assembly 104 may include an exhaust pipe 110, a controlled check valve 112, and an oil separator 114. The exhaust pipe 110 may have a first end 116 connected to the bottom 118 of the manifold chamber 102 and a second end 120 connected to the controlled check valve 112. In some embodiments, the exhaust pipe 110 may be connected to an orifice 122 near or at the lowest point of the bottom 118 of the manifold chamber 102 to allow droplets to be discharged into the exhaust pipe 110 by gravity. The exhaust pipe 110 is in fluid communication through the orifice 122. The exhaust pipe 110 may be made of an oil-resistant material (e.g., a metal or a plastic material (e.g., nylon 612)). The discharge pipe 110 can be connected to the bottom 118 of the manifold chamber 102 by welding, screws / nuts, or any suitable method.

[0062] In some embodiments, the oil separator 114 may be an oil separator specifically designed for discharge assembly 104. The oil separator may have an inlet 124 for receiving intake manifold flow and an outlet in fluid communication with the crankcase or oil pan. The oil separator 114 may be mounted on the engine block. Alternatively, in addition to processing intake manifold flow, the oil separator may be configured to remove liquid or oil from crankcase gases before they enter the manifold chamber 102. In this embodiment, the oil separator may have a first inlet 124 for receiving fluid in the intake manifold chamber 102, a second outlet (not shown), a second inlet for receiving gases from the crankcase, and an outlet for discharging gases and separated liquid or oil.

[0063] A controlled check valve 112 can be positioned below the connection point 128 between the discharge line 110 and the manifold chamber 102 to allow accumulated oil to flow into the check valve by gravity. The controlled check valve 112 is configured to allow gas / liquid to flow in one direction to the oil separator 114 and control the flow rate below a threshold flow rate. The threshold flow rate varies depending on the engine architecture and PCV system design. In one example, the controlled check valve 112 can be configured to control the flow rate to less than 15 liters per minute during high-load conditions. High-load conditions can refer to conditions when the manifold chamber 102 has positive pressure or when the vehicle is accelerating. Under controlled flow conditions, the oil separator 114 can operate normally. In the described embodiment, the controlled check valve 112 is connected to the discharge line 110 via a quick connector 126.

[0064] like Figure 4-5 As shown, Figure 4A partial view is shown of an oil separator 114, an intake manifold system 100, and a controlled check valve 112 connected to the oil separator 114. Figure 5 This is a cross-sectional view of the oil separator 114 and the controlled check valve 112, showing the configuration of the controlled check valve 112. In some embodiments, the controlled check valve 112 may include a valve seat 130 and a diaphragm 132 disposed on the valve seat 130. In some embodiments, the diaphragm 132 may be an annular plate and include a connecting protrusion 134 extending from an inner surface 136 of the diaphragm 132 and facing the valve seat 130. The inner surface 136 is the surface of the diaphragm 132 facing the valve seat 130. The diaphragm 132 may be made of flexible rubber. In the described embodiment, the diaphragm 132 is located on a first surface 138 of the valve seat 130, which faces the interior 140 of the oil separator 114 or is in fluid communication with the oil separator 114. In other words, the diaphragm 132 is disposed on the downstream side. The pressure within the oil separator 114 defines the downstream pressure of the controlled check valve 112.

[0065] Valve seat 130 has a second surface 142 opposite to the first surface 138. A spigot 144 is attached to the second surface 142 of valve seat 130. The spigot 144 has an enlarged portion 146 that, together with the second surface 142, forms a housing 148. The spigot 144 is connected to the drain line 110 via a connector 126. The pressure within the manifold chamber 102 limits the upstream pressure of the controlled check valve 112. When the upstream pressure exceeds the downstream pressure, the valve diaphragm 132 is pushed away from the valve seat 130 to allow gas to flow into the oil separator 114.

[0066] The controlled check valve 112 is configured to maintain a flow rate below a threshold flow rate, regardless of upstream pressure. (See reference...) Figure 6 A partial plan view of the oil separator 114 is shown to illustrate the valve seat 130 of the controlled check valve 112. The valve seat 130 may include a mounting port 150 and a flow control port 152. Further reference... Figure 5The valve diaphragm 132 includes a connecting protrusion 134 that is inserted into a mounting hole 150 to attach the valve diaphragm 132 to the valve seat 130, while allowing a certain amount of movement when the differential pressure exceeds a threshold pressure. The flow control orifice 152 is configured to maintain the flow rate below a threshold flow rate. In the described embodiment, the flow control orifice 152 is an annular orifice. The flow control orifice 152 controls the flow rate by adjusting the resistance to flow. The size, shape, and location of the flow control orifice 152 vary depending on the engine architecture and PCV system design so that the flow rate through the flow control orifice 152, or the metered backflow, can be controlled below a desired threshold flow rate. The threshold flow rate depends on the engine architecture and PCV system design. In some embodiments, the flow control orifice 152 may have a diameter in the range of 0.8–1.5 mm. In an example engine, the flow control orifice 152 may have a diameter of 1.2 mm, and the flow rate of the controlled check valve 112 may be controlled to below 15 liters per minute when the load in the manifold chamber 102 is above atmospheric pressure. Flow rate refers to the flow rate of fluids (including gases and liquids) from the intake manifold. It should be understood that the flow control orifice may have any suitable configuration (e.g., an elongated slot) and may be positioned at any suitable location on the valve seat.

[0067] In some embodiments, the valve seat 130 may be formed on the sidewall 154 of the oil separator 114, such as Figure 4-5 As shown. Sidewall 154 can extend from housing 156 of oil separator 114. Valve seat 130 can be integrally formed with housing 156.

[0068] In some embodiments, the controlled check valve 112, installed in the intake manifold system or intake manifold exhaust assembly 104, can be configured to allow fluid to pass under low engine load conditions or when the vehicle is not running or the vehicle ignition switch is off. Under low engine load conditions or when the vehicle ignition switch is off, the pressure difference between the connection point of the exhaust pipe 110 and the downstream side of the controlled check valve 112 can be generated by gravity, which may facilitate the opening of the controlled check valve.

[0069] The intake manifold system of this application discharges and recirculates oil droplets accumulated in the intake manifold to the oil separator. In this way, no additional steps are required to collect the discharged oil, and the discharged oil can be reused. In addition, oil accumulated in the manifold chamber can be continuously discharged to maintain the oil level in the manifold chamber at a low level.

[0070] The above disclosure includes several different inventions with independent practical applicability. While each of these inventions has been disclosed in a specific form, the specific embodiments disclosed and illustrated above are not to be considered limiting, as many variations are possible. The subject matter of this invention includes all novel and non-obvious combinations and sub-combinations of the various elements, features, functions, and / or properties inherent in these inventions disclosed above and that will be apparent to those skilled in the art.

[0071] The following claims specifically point to certain combinations and sub-combinations that are considered novel and non-obvious. These claims may relate to an element “a” or a “first” element or its equivalent. Such claims should be understood to include combinations of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and sub-combinations of the disclosed features, functions, elements, and / or properties may be claimed by amendments to these claims or by filing new claims in this application or related applications.

Claims

1. An intake manifold exhaust assembly for an engine, comprising: A discharge pipe, which is connected to the bottom of the manifold chamber; An oil separator, the oil separator being connected to the engine block; and A controlled check valve is connected to the discharge pipe and the oil separator and is configured to allow fluid in the manifold chamber to flow into the oil separator.

2. The intake manifold exhaust assembly according to claim 1, wherein the controlled check valve is further configured to control the flow rate through the controlled check valve to be below a threshold flow rate.

3. The intake manifold exhaust assembly according to claim 1, wherein the exhaust pipe is connected at or near the lowest point of the manifold chamber.

4. The intake manifold exhaust assembly of claim 1, wherein the controlled check valve is positioned at substantially the same height as the connection point of the exhaust pipe to the bottom of the manifold chamber or below the height of the connection point of the exhaust pipe to the bottom of the manifold chamber.

5. The intake manifold exhaust assembly according to claim 1, wherein the controlled check valve is directly connected to the oil separator.

6. The intake manifold exhaust assembly according to claim 5, wherein the controlled check valve includes a valve seat and a valve diaphragm disposed on the valve seat.

7. The intake manifold exhaust assembly of claim 6, wherein the valve seat includes an inwardly facing first surface and a second surface opposite to the first surface, wherein the valve diaphragm is disposed on the first surface and is in fluid communication with the fluid in the manifold chamber.

8. The intake manifold exhaust assembly of claim 7, wherein the valve diaphragm is made of flexible rubber and includes a connecting protrusion extending toward the first surface of the valve seat.

9. The intake manifold exhaust assembly of claim 8, wherein the valve seat includes a mounting hole and a flow control hole, the mounting hole being for receiving the connecting protrusion of the valve diaphragm.

10. The intake manifold exhaust assembly of claim 9, wherein the flow control orifice is configured to control the flow through the controlled check valve to be below a threshold flow rate.

11. The intake manifold exhaust assembly of claim 6, wherein the valve seat is formed on a sidewall that extends from the housing of the oil separator.

12. The intake manifold exhaust assembly of claim 11, further comprising a sleeve attached to the sidewall and surrounding the valve seat.

13. The intake manifold exhaust assembly of claim 12, wherein the sleeve is connected to the exhaust pipe via a connector.

14. The intake manifold exhaust assembly of claim 2, wherein the controlled check valve is configured to control the flow rate to less than 15 liters per minute.

15. The intake manifold exhaust assembly of claim 1, wherein the controlled check valve is configured to discharge fluid under low engine load conditions.

16. An intake manifold system for an engine in a vehicle, comprising: Manifold, the manifold being used to receive inlet gas and crankcase forced ventilation (PCV) gas from the crankcase; Intake manifold exhaust assembly, the intake manifold exhaust assembly comprising: A discharge pipe, the discharge pipe being connected to a connection location at the bottom of the manifold chamber, wherein the connection location is near or at the lowest point of the manifold chamber; An oil separator, the oil separator being connected to the crankcase; and A controlled check valve is connected to the discharge pipe and the oil separator and is configured to allow fluid in the manifold chamber to flow into the oil separator.

17. The intake manifold system of claim 16, wherein the controlled check valve is further configured to control the flow rate through the controlled check valve to be below a threshold flow rate.

18. The intake manifold system of claim 16, wherein the oil separator is connected to the engine block.

19. The intake manifold system of claim 18, wherein the oil separator includes a first inlet for receiving fluid from the manifold chamber and a second inlet for receiving fluid from the crankcase.

20. The intake manifold system of claim 16, wherein the controlled check valve is positioned at approximately the same height as the connection location or below the height of the connection location.

21. The intake manifold system of claim 16, wherein the controlled check valve is directly connected to the oil separator.

22. The intake manifold system of claim 21, wherein the intake manifold discharge assembly is configured to discharge the fluid when the vehicle is not in operation.

23. The intake manifold system of claim 21, wherein the intake manifold discharge assembly is configured to discharge the fluid under low engine load conditions.

24. The intake manifold system according to claim 16, further comprising a water-cooled booster air cooler disposed in the manifold chamber.

25. An intake manifold exhaust assembly for an engine, comprising: A discharge pipe, which is connected to the bottom of the manifold chamber; An oil separator, the oil separator being in fluid communication with the crankcase; and A controlled check valve is connected to the discharge pipe and the oil separator and is configured to allow fluid in the manifold chamber to flow into the oil separator and control the flow rate through the controlled check valve to be below a threshold flow rate.

26. A vehicle, characterized in that, An intake manifold exhaust assembly including an engine, the intake manifold exhaust assembly comprising: A discharge pipe, which is connected to the bottom of the manifold chamber; An oil separator, the oil separator being connected to the engine block; and A controlled check valve is connected to the discharge pipe and the oil separator and is configured to allow fluid in the manifold chamber to flow into the oil separator.

Images