U.S. patent application number 15/399656 was filed with the patent office on 2018-07-05 for charge motion control valve.
The applicant listed for this patent is Ford Global Technologies, LLC. Invention is credited to Murray Clyde Griffin, John Carl Lohr.
Application Number | 20180187634 15/399656 |
Document ID | / |
Family ID | 62684411 |
Filed Date | 2018-07-05 |
United States Patent
Application |
20180187634 |
Kind Code |
A1 |
Griffin; Murray Clyde ; et
al. |
July 5, 2018 |
CHARGE MOTION CONTROL VALVE
Abstract
Methods and systems are provided for a charge motion control
valve mounted within a flow passage in an intake manifold coupled
to an engine. In one example design, a control valve comprises a
valve plate with a pivot axis mounted in a body coupled to a
manifold runner, the plate having a rear portion overhanging the
pivot; and a first sealing surface in the manifold runner to
receive a surface of the rear portion of the valve plate when fully
opened; and a second sealing surface in the body to receive an
opposite surface of the rear portion of the valve plate when fully
closed. In this way, the valve plate may be adjusted to block a
portion of a flow passage within the body to minimize air leakages
at a periphery of the passage while redirecting air flow to create
swirl motion downstream of the valve plate.
Inventors: |
Griffin; Murray Clyde;
(Allen Park, MI) ; Lohr; John Carl; (Beverly
Hills, MI) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Ford Global Technologies, LLC |
Dearborn |
MI |
US |
|
|
Family ID: |
62684411 |
Appl. No.: |
15/399656 |
Filed: |
January 5, 2017 |
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
Y02T 10/146 20130101;
F02B 31/085 20130101; F02M 35/10072 20130101; Y02T 10/12 20130101;
F02M 35/10255 20130101; F02F 1/425 20130101 |
International
Class: |
F02M 35/10 20060101
F02M035/10; F02F 1/42 20060101 F02F001/42 |
Claims
1. A system, comprising: a valve plate with a pivot axis mounted in
a body coupled to a manifold runner, the plate having a rear
portion overhanging the pivot; and a first sealing surface in the
manifold runner to receive a surface of the rear portion of the
valve plate when fully opened; and a second sealing surface in the
body to receive an opposite surface of the rear portion of the
valve plate when fully closed.
2. The system of claim 1, wherein the body includes a pocket
comprising an upper recessed aperture, a curved channel and a lower
recessed aperture; and wherein the manifold runner includes a
recessed slot with an arched surface formed at a downstream portion
of the runner.
3. The system of claim 1, wherein the body forms an integral
component of a cylinder head.
4. The system of claim 1, wherein the body is a separate assembly
sandwiched between a cylinder head and an intake manifold.
5. The system of claim 1, wherein the intake manifold is comprised
of plastic material.
6. The system of claim 1, wherein a front portion of the valve
plate has a rectangular shape, the pivot has a semi-circular shape,
and the rear portion of the valve plate has an extended horizontal
arm; wherein the valve plate rests in a pocket formed in the body;
and wherein the pocket includes a lower slot, a curved channel and
an upper slot having a curved bottom wall.
7. The system of claim 6, wherein when the valve plate is in a
fully blocked position, the front portion of the valve plate on the
side of the pivot opposite the rear valve plate portion rests in
the lower slot, with an inner face of the valve plate aligning with
an internal wall of the lower slot; and the pivot rests in the
curved channel.
8. The system of claim 6, wherein when the valve plate is in a
fully blocked position, the front portion of the valve plate faces
a first side of a flow passage in the body; the pivot rests in the
curved channel; and the rear portion rests in the upper slot.
9. The system of claim 8, wherein the first side of the flow
passage is opposite to a second of the passage.
10. A system, comprising: a cylinder head with a cylinder port; an
intake manifold with a runner; a charge motion control valve
rotatably mounted in the cylinder port, wherein an interface
surface of the manifold that is in face-sharing contact with the
cylinder head at the port is inwardly offset around a
perimeter.
11. The system of claim 10, wherein the charge motion control valve
includes a valve plate having a rear overhang opposite a major
portion of the valve plate relative to a pivot, the overhang
sealing against a wall of the cylinder port downstream of the valve
plate.
12. The system of claim 10, wherein the interface surface is
mounted upstream of the cylinder head to form a tight seal between
the intake manifold and the cylinder port.
13. The system of claim 10, wherein the interface surface is
mounted to the cylinder head to block secondary openings around a
perimeter of the cylinder port.
14. The system of claim 10, wherein the charge motion control valve
is coupled to a control shaft connected to a valve actuator
mechanism.
15. A system, comprising: a cylinder head with a cylinder port; an
intake manifold with a runner; an assembly with a charge motion
control valve rotatably mounted therein and a passage aligning with
the head port and manifold runner, wherein an interface surface of
the manifold that is in face-sharing contact with the assembly at
the passage is inwardly offset around a perimeter.
16. The system of claim 15, wherein the assembly is separate from
the cylinder head and sandwiched between the cylinder head and the
intake manifold.
17. The system of claim 15, wherein the interface surface of the
manifold is coupled to the assembly to block secondary openings
around a perimeter of the head port.
18. The system of claim 15, wherein the manifold is coupled to the
assembly forming a tight seal between the manifold and the assembly
at the passage.
19. The system of claim 15, wherein when the charge motion control
valve is in a fully blocked position, a primary opening formed
between a curved section of the control valve and walls of the head
port, is smaller than a main inlet in the head port.
20. The system of claim 15, wherein the charge motion control valve
includes a valve plate having a rear overhang opposite a major
portion of the valve plate relative to a pivot, the overhang
sealing against a wall of the cylinder port downstream of the valve
plate.
Description
FIELD
[0001] This disclosure relates to a charge motion control valve
mounted within a flow passage in an intake manifold and an assembly
coupled to an engine.
BACKGROUND/SUMMARY
[0002] Flow motion of air inducted into an intake manifold may be
modified to promote mixing of air and injected fuel in a combustion
chamber of a vehicle engine to improve combustion efficiency. Air
flow in the intake manifold may be modified by redirecting the flow
in a particular direction to increase air flow velocity prior to
entry into the combustion chamber. The increased air flow velocity
may homogenize the air-fuel mixture in the combustion chamber, and
may speed up propagation of an ignition front through the
combustion chamber. The homogenous air-fuel mixture may combust
with improved efficiency to reduce fuel emissions. The increased
propagation speed of the ignition front may allow longer
interaction of air with injected fuel, and may promote rapid
combustion of the air-fuel mixture to produce thermal energy
required for piston motion.
[0003] A charge motion control valve may be used in an engine to
induce swirl motion or turbulent flow by blocking a portion of an
inlet of a flow passage, and redirecting air flow in a particular
direction within the flow passage. The air may be further flowed to
the combustion chamber where air mixes with injected fuel. By
closing the portion of the passage inlet to redirect air flow, flow
velocities of air inducted into the combustion chamber may increase
to promote adequate mixing of air and injected fuel prior to
ignition of the air-fuel mixture.
[0004] An example charge motion control valve is disclosed by
Magnan in U.S. Pat. No. 8,056,534. Therein, the charge motion
control valve includes a valve plate mounted within an inlet
passage of an engine runner via a control shaft driven by an
electric or vacuum motor. Further, a sealing member is secured to
an outer face of the engine runner to reduce air leakages between
the engine runner and engine.
[0005] However, the inventors have recognized potential issues with
such a charge motion control valve design. For example, the valve
plate may be mounted within the inlet passage in such a manner that
the plate may not completely block side openings at the periphery
of the passage inlet, which may cause air leakage and reduce
combustion efficiency of ignited fuel in the combustion chamber.
Alternatively, use of seals may add unwanted friction and further
may create issues upon degradation of the seal over time.
[0006] The inventors herein have developed a charge motion control
valve to address some of the issues noted above. In one example, a
charge motion control valve comprises a valve plate with a pivot
axis mounted in a body coupled to a manifold runner, the plate
having a rear portion overhanging the pivot; and a first sealing
surface in the manifold runner to receive a surface of the rear
portion of the valve plate when fully opened; and a second sealing
surface in the body to receive an opposite surface of the rear
portion of the valve plate when fully closed. In this example, the
valve plate is fully open when the plate is adjusted to a fully
unblocked position within a flow passage formed in the manifold
runner and body. Further, the valve plate is fully closed when the
plate is adjusted to a fully blocked position within the flow
passage. Alternatively, a shell membrane may be placed in
face-sharing contact with a portion of the valve plate at the
passage inlet.
[0007] In this way, the rear overhang on the valve plate may reduce
air leakages through a back end of the valve plate, and the shell
membrane may minimize air leakages at the periphery of the passage
inlet. By reducing air leakages around the periphery of the passage
inlet, flow motion of air inducted into the flow passage may be
redirected to a particular segment of an intake valve in the
combustion chamber to maximize swirl which may promote adequate
mixing of air and injected fuel to improve combustion
efficiency.
[0008] It should be understood that the summary above is provided
to introduce in simplified form a selection of concepts that are
further described in the detailed description. It is not meant to
identify key or essential features of the claimed subject matter,
the scope of which is defined uniquely by the claims that follow
the detailed description. Furthermore, the claimed subject matter
is not limited to implementations that solve any disadvantages
noted above or in any part of this disclosure.
BRIEF DESCRIPTION OF THE DRAWINGS
[0009] FIG. 1 shows a schematic depiction of a combustion chamber
of an engine system.
[0010] FIG. 2 shows a schematic depiction of an intake manifold
configured with a charge motion control valve coupled to a valve
actuator.
[0011] FIG. 3 shows a schematic depiction of an engine system
configured with the valve actuator to adjust position of the charge
motion control valve mounted inside the intake manifold.
[0012] FIG. 4A shows an isometric view of a charge motion control
valve adjusted to fully unblock a flow passage.
[0013] FIG. 4B shows an alternative view of the charge motion
control valve adjusted to fully unblock the flow passage.
[0014] FIG. 5A shows a side view of the charge motion control valve
adjusted to a fully unblocked position within the flow passage.
[0015] FIG. 5B shows a side view of the charge motion control valve
adjusted to a fully blocked position within the flow passage.
[0016] FIG. 6A shows an isometric view of the charge motion control
valve adjusted to the fully blocked position within the flow
passage.
[0017] FIG. 6B shows a plan view of the charge motion control valve
adjusted to the fully blocked position within the flow passage.
[0018] FIG. 7A shows a plan view of an alternative embodiment of a
charge motion control valve adjusted to the fully blocked position
within the flow passage.
[0019] FIG. 7B shows a plan view of the charge motion control valve
with a shell membrane placed in face contact with a portion of the
control valve and flow passage.
[0020] FIG. 7C shows a cross sectional view of the charge motion
control valve with an interface surface of the manifold that is in
face-sharing contact with an assembly at the passage inwardly
offset around a perimeter.
[0021] FIGS. 2-7C are shown to scale, although other relative
dimensions may be used, if desired.
DETAILED DESCRIPTION
[0022] The following description relates to systems and methods for
a charge motion control valve coupled to an engine. The charge
motion control valve may be mounted within a flow passage or an
intake manifold, as shown in FIG. 1. The charge motion control
valve may include a valve plate with a curved portion, and a
spindle that may be coupled to a control shaft which is controlled
by a valve actuator driven by an electric or vacuum motor as shown
in FIGS. 2-3. The valve plate may be mounted within an inlet of the
flow passage in such a manner that a portion of the passage inlet
is blocked while a primary and a secondary aperture in the passage
inlet remain open. In this way, the valve plate may minimize air
leakages around the periphery of the flow passage while allowing
air flow into a combustion chamber via the primary and secondary
opening in the passage inlet as shown in FIGS. 4A-5A. When the
valve plate is adjusted to unblock the flow passage, unrestricted
air flow may be directed towards the combustion chamber, as shown
in FIG. 5A. The control valve may be adjusted to partially block
the flow passage, thereby redirecting air flow into a particular
segment in an intake valve within a combustion chamber to maximize
swirl in the combustion chamber. As shown in FIGS. 5B-6B, the
control valve may be adjusted to block the flow passage, thereby
restricting air flow into the flow passage. In this case, air
velocity in the flow passage may increase, causing swirl motion or
turbulent flow downstream of the charge motion control valve. The
swirl motion may enhance mixing of air and injected fuel in the
combustion chamber to create a homogenous air-fuel mixture which
combusts with improved efficiency while minimizing fuel
emissions.
[0023] An alternative embodiment of the charge motion control valve
mounted within the passage inlet of the flow passage is shown in
FIG. 7A. In this case, the valve plate of the control valve may
partially block the passage inlet, however air may leak through
side openings in the periphery of the passage inlet. A shell
membrane may be positioned adjacent to a flange of the passage
inlet, to block the side openings around the periphery of the
passage inlet, as shown in FIG. 7B. The intake manifold may be
placed in face-sharing contact with an assembly at inwardly offset
position at the periphery of the passage inlet, as shown in FIG.
7C. In this case, the shell membrane may be sandwiched in between
the manifold and the assembly. In this way, the shell membrane may
be used in conjunction with the valve plate to reduce air leakage
through the side openings in the flow passage. By reducing air
leakage in the periphery of the passage inlet, air inducted into
the flow passage may be adequately flowed to the combustion chamber
where is the air mixes with injected fuel to produce an air-fuel
mixture that may combust efficiently to reduce fuel emissions.
[0024] Referring to FIG. 1, a schematic diagram shows one cylinder
of a multi-cylinder engine 10 in an engine system 100, which may be
included in a propulsion system, such as in vehicle 102. The engine
10 may be controlled at least partially by a control system
including a controller 103 and by inputs from a vehicle operator
via a first input device 104 and a second input device 106. In this
example, the first input device 104 includes an accelerator pedal
(herein also referred to as a go pedal) and a first pedal position
sensor 108 for generating a proportional accelerator pedal position
signal. The second input device 106 includes a brake pedal and a
second pedal position sensor 110 for generating a proportional
brake pedal position signal.
[0025] A combustion chamber 112 of the engine 10 may include a
cylinder formed by cylinder walls 114 with a piston 116 positioned
therein. The piston 116 may be coupled to a crankshaft 118 so that
reciprocating motion of the piston is translated into rotational
motion of the crankshaft. The crankshaft 118 may be coupled to at
least one drive wheel of a vehicle via an intermediate transmission
system. Further, a starter motor may be coupled to the crankshaft
118 via a flywheel to enable a starting operation of the engine
10.
[0026] The combustion chamber 112 may receive intake air from an
intake manifold 120 via an intake passage 122. A valve plate 124 of
a charge motion control valve may be mounted within the intake
manifold 120 upstream of an intake port of the combustion chamber
112. The valve plate 124 may be adjusted to unblock or partially
block a port inlet to the combustion chamber 112 by a valve
actuator (not shown) coupled to the valve plate and connected to an
engine controller 103. When adjusted to partially block the port
inlet, air inducted into the combustion chamber 112 may be
redirected in a particular segment of the intake valve within the
combustion chamber to create swirl flow or turbulent flow in the
combustion chamber 112. By controlling air flow motion, swirl flow
created in the combustion chamber 112 may enhance mixing of air and
injected fuel to create a homogenous air-fuel mixture which may
combust with improved efficiency. The combustion chamber 112 may
exhaust combustion gases via an exhaust passage 128 to an exhaust
treatment device 130. The intake manifold 120 and the exhaust
passage 128 can selectively communicate with the combustion chamber
112 via respective intake valve 132 and exhaust valve 134. In some
examples, the combustion chamber 112 may include two or more intake
valves and/or two or more exhaust valves.
[0027] In this example, the intake valve 132 and exhaust valve 134
may be controlled by cam actuation via respective cam actuation
systems 126 and 136. The cam actuation systems 126 and 136 may each
include one or more cams and may utilize one or more of cam profile
switching (CPS), variable cam timing (VCT), variable valve timing
(VVT), and/or variable valve lift (VVL) systems that may be
operated by the controller 103 to vary valve operation. The
position of the intake valve 132 and exhaust valve 134 may be
determined by position sensors 138 and 140, respectively. In
alternative examples, the intake valve 132 and/or exhaust valve 134
may be controlled by electric valve actuation. For example, the
combustion chamber 112 may alternatively include an intake valve
controlled via electric valve actuation and an exhaust valve
controlled via cam actuation including CPS and/or VCT systems.
[0028] A fuel injector 142 is shown coupled directly to combustion
chamber 112 for injecting fuel directly therein in proportion to
the pulse width of a signal received from the controller 103. In
this manner, the fuel injector 142 provides what is known as direct
injection of fuel into the combustion chamber 112. The fuel
injector may be mounted in the side of the combustion chamber or in
the top of the combustion chamber, for example. Fuel may be
delivered to the fuel injector 142 by a fuel system (not shown)
including a fuel tank, a fuel pump, and a fuel rail. In some
examples, the combustion chamber 112 may alternatively or
additionally include a fuel injector arranged in the intake
manifold 120 in a configuration that provides what is known as port
injection of fuel into the intake port upstream of the combustion
chamber 112.
[0029] Spark is provided to combustion chamber 112 via spark plug
144. The ignition system may further comprise an ignition coil (not
shown) for increasing voltage supplied to spark plug 144. In other
examples, such as a diesel, spark plug 144 may be omitted.
[0030] The intake passage 122 may include a throttle 146 having a
throttle plate 148. In this particular example, the position of
throttle plate 148 may be varied by the controller 103 via a signal
provided to an electric motor or actuator included with the
throttle 146, a configuration that is commonly referred to as
electronic throttle control (ETC). In this manner, the throttle 146
may be operated to vary the intake air provided to the combustion
chamber 112 among other engine cylinders. The position of the
throttle plate 148 may be provided to the controller 103 by a
throttle position signal. The intake passage 122 may include a mass
air flow sensor 150 and a manifold air pressure sensor 152 for
sensing an amount of air entering engine 10.
[0031] The controller 103 is shown in FIG. 1 as a microcomputer,
including a microprocessor unit 154, input/output ports 156, an
electronic storage medium for executable programs and calibration
values shown as read only memory chip 158 (e.g., non-transitory
memory) in this particular example, random access memory 160, keep
alive memory 162, and a data bus. The controller 103 may receive
various signals from sensors coupled to the engine 10, in addition
to those signals previously discussed, including measurement of
inducted mass air flow (MAF) from the mass air flow sensor 150;
engine coolant temperature (ECT) from a temperature sensor 164
coupled to a cooling sleeve 166; an engine position signal from a
Hall effect sensor 168 (or other type) sensing a position of
crankshaft 118; throttle position from a throttle position sensor
172; manifold absolute pressure (MAP) signal from the sensor 152;
accelerator signal from the first pedal sensor 108; brake signal
from the second pedal sensor 110. An engine speed signal may be
generated by the controller 103 from sensor 168 mounted to the
crankshaft. Manifold pressure signal also provides an indication of
vacuum, or pressure, in the intake manifold 120. Note that various
combinations of the above sensors may be used, such as a MAF sensor
without a MAP sensor, or vice versa. During engine operation,
engine torque may be inferred from the output of MAP sensor 152 and
engine speed. Further, the MAP sensor, along with the detected
engine speed, may be a basis for estimating charge (including air)
inducted into the cylinder. In one example, the sensor 168 mounted
to the crankshaft, which is also used as an engine speed sensor,
may produce a predetermined number of equally spaced pulses every
revolution of the crankshaft.
[0032] The storage medium read-only memory 158 can be programmed
with computer readable data representing non-transitory
instructions executable by the processor 154 for performing the
methods described below as well as other variants that are
anticipated but not specifically listed.
[0033] During operation, each cylinder within engine 10 typically
undergoes a four stroke cycle: the cycle includes the intake
stroke, compression stroke, expansion stroke, and exhaust stroke.
During the intake stroke, generally, the exhaust valve 134 closes
and intake valve 132 opens. Air is introduced into combustion
chamber 112 via intake manifold 120, and piston 116 moves to the
bottom of the cylinder so as to increase the volume within
combustion chamber 112. The position at which piston 116 is near
the bottom of the cylinder and at the end of its stroke (e.g., when
combustion chamber 112 is at its largest volume) is typically
referred to by those of skill in the art as bottom dead center
(BDC).
[0034] During the compression stroke, intake valve 132 and exhaust
valve 134 are closed. Piston 116 moves toward the cylinder head so
as to compress the air within combustion chamber 112. The point at
which piston 116 is at the end of its stroke and closest to the
cylinder head (e.g., when combustion chamber 112 is at its smallest
volume) is typically referred to by those of skill in the art as
top dead center (TDC). In a process hereinafter referred to as
injection, fuel is introduced into the combustion chamber. In a
process hereinafter referred to as ignition, the injected fuel is
ignited by known ignition means such as spark plug 144, resulting
in combustion.
[0035] During the expansion stroke, the expanding gases push piston
116 back to BDC. Crankshaft 118 converts piston movement into a
rotational torque of the rotary shaft. Finally, during the exhaust
stroke, the exhaust valve 134 opens to release the combusted
air-fuel mixture to exhaust passage 128 and the piston returns to
TDC. Note that the above is shown merely as an example, and that
intake and exhaust valve opening and/or closing timings may vary,
such as to provide positive or negative valve overlap, late intake
valve closing, or various other examples.
[0036] As described above, FIG. 1 shows only one cylinder of a
multi-cylinder engine, and each cylinder may similarly include its
own set of intake/exhaust valves, fuel injector, spark plug,
etc.
[0037] As will be appreciated by someone skilled in the art, the
specific routines described below in the flowcharts may represent
one or more of any number of processing strategies such as event
driven, interrupt-driven, multi-tasking, multi-threading, and the
like. As such, various acts or functions illustrated may be
performed in the sequence illustrated, in parallel, or in some
cases omitted. Like, the order of processing is not necessarily
required to achieve the features and advantages, but is provided
for ease of illustration and description. Although not explicitly
illustrated, one or more of the illustrated acts or functions may
be repeatedly performed depending on the particular strategy being
used. Further, these figures graphically represent code to be
programmed into the computer readable storage medium in controller
12 to be carried out by the controller in combination with the
engine hardware, as illustrated in FIG. 1.
[0038] Based on input from one or more of the above-mentioned
sensors, controller 103 may adjust one or more actuators, such as
fuel injector 142, spark plug 144, throttle 146, intake/exhaust
valves and cams, etc. The controller 103 may receive input data
from the various sensors, process the input data, and trigger the
actuators in response to the processed input data based on
instruction or code programmed therein corresponding to one or more
routines. For example, in response to receiving a signal from the
controller 103, the valve actuator may adjust position of the valve
plate 124 of the charge motion control valve to create swirl motion
in the combustion chamber 112.
[0039] Referring to FIG. 2, a schematic diagram showing an intake
manifold 202 coupled to an flow passage 204 leading to a combustion
chamber 206 is shown. A valve plate 208 of a charge motion control
valve, similar to valve plate 124 of engine system 10 shown in FIG.
1, may be mounted in an interior region of the intake manifold 202.
The valve plate 208 may be adjusted to fully unblock or partially
block the flow passage 204 by a valve actuator 210, thereby
controlling air flow motion downstream of the control valve and
inside the combustion chamber 206. The combustion chamber 206 may
be mounted to a cylinder head 214 coupled to an engine body 216.
The valve actuator 210 may be coupled to the valve plate 208 via a
shaft rod (not shown) which may be adjusted to move the valve plate
to a fully unblocked position or a blocked position within the flow
passage 204 during engine operation. The valve actuator 210 may be
driven by an electric or vacuum motor 212, and controlled by an
engine controller (not shown). As an example, the engine controller
may send instructions to the valve actuator 210 to adjust the
position of the valve plate within the flow passage. In one
example, the engine controller may instruct the valve actuator 210
to adjust the valve plate to the fully blocked position within the
flow passage 204 based on engine operating conditions, such as
engine speed and load.
[0040] The valve plate 208 within the intake manifold 202 may be
adjusted to partially block the flow passage 204 and redirect air
inside the intake manifold into the flow passage 204, where the air
is further flowed to a particular segment of intake valves in the
combustion chamber 206. As an example, the valve plate 208 may be
configured with a plate having a side opening that allows air flow
entering the flow passage 204 to increase in velocity as the
inducted air advances towards the combustion chamber 206. Details
of the charge motion control valve are disclosed further below with
reference to FIGS. 4A-4B.
[0041] Fuel may be injected into the combustion chamber 206 via
fuel injectors 207. The injected fuel may mix with air to form
air-fuel mixture which may be ignited inside the combustion chamber
206. By adjusting the position of the valve plate 208, flow motion
of air entering the combustion chamber 206 may be modified,
creating swirl flow or turbulent flow which may enhance mixing of
air and injected fuel in the combustion chamber to homogenize the
air-fuel mixture which may combust with improved efficiency.
Details of the valve actuator for adjusting position of the valve
plate within the intake manifold are disclosed further below with
reference to FIG. 3.
[0042] Turning to FIG. 3, a schematic diagram of an engine system
300 having a charge motion control valve is shown. The charge
control valve may include a valve actuator 210 for adjusting
position of a valve plate 208 within a lower intake passage 304.
The valve actuator 210 may be coupled to a controller (not shown),
and driven by an electric motor 310. An upper intake passage 302
may be coupled at an upstream end to an intake manifold, such as
intake manifold 120 shown in FIG. 1. A downstream end of the upper
intake passage 302 may be coupled to the lower intake passage 304
which may be secured to an intake port (not shown) positioned
inside an assembly 306 which may be an integral component of a
cylinder head for example. In an alternative example, assembly 306
may be a separate assembly sandwiched between the intake manifold
and an engine body 308. Air entering the intake manifold may flow
through the upper and lower intake passages before entering a
combustion chamber (e.g., combustion chamber 206 shown in FIG. 2)
coupled to assembly 306. Further, the engine system 300 may include
an engine wiring harness 312, a foam cover 314 and a cam cover 316.
The foam cover 314 may be mounted to a fuel rail to reduce noise,
vibration and harshness caused by injector tick. The cam cover 316
may be mounted to a cylinder head housing (not shown) containing a
cam shaft assembly.
[0043] As shown in FIG. 3, the valve actuator 210 may include an
annular portion 320 and a vertical arm 322 secured to the engine
body. A control shaft 307 may be coupled to the vertical arm 322 of
the valve actuator 210 at a first end, and coupled to the valve
plate 208 at a second end of the shaft. A first connector module
324 connected secondary cables 326, may be coupled to the vertical
arm 322 to transmit instructors from the engine controller to the
valve actuator 210. As an example, based on engine speed and load,
the engine controller may send instructions to the valve actuator
210 (via secondary cables 326) to adjust the valve plate 208 to
either an open or closed valve position. The valve plate 208 may be
actuated by the control shaft 307 coupled to the valve actuator
210. A plurality of primary cables 328 may connect the valve
actuator 210 to the electric motor 310. As an example, the primary
cables 328 may transmit electrical power from the electrical motor
310 to operate the valve actuator 210 during engine operation. A
second connector module 330 may be connected to the electric motor
310 and the engine controller, thereby allowing output from the
electric motor 310 to be adequately controlled during operation of
the valve actuator 210.
[0044] The control shaft 307 coupled to the valve actuator 210, may
be actuated to adjust the valve plate 208 to the open valve
position. When adjusted to the open valve position, air flows from
the lower intake passage 304 into the intake port of the combustion
chamber, without any obstructions. Alternatively, the valve plate
208 may be adjusted to the closed valve position to restrict air
flow from the lower intake passage 304 into the intake port of the
combustion chamber while minimizing air leakages at a periphery of
the lower intake passage. In this case, the restricted flow of air
through the intake passage may increase air flow velocity, causing
turbulent flow or swirl motion which enhances mixing of air and
injected fuel in the combustion chamber. The increased mixing of
air and injected fuel may create a homogenous air-fuel mixture
which may combust with improved efficiency. In this way, the valve
plate 208 may be controlled via the control shaft 307 to modify air
flow motion in the intake passage to enhance homogeneity of the
air-fuel mixture which may combust efficiently to reduce fuel
emissions.
[0045] Referring to FIGS. 4A-4B, a schematic diagram showing an
isometric view 400 and an alternative view 401, respectively of a
charge motion control valve having a valve plate 412 adjusted to
unblock a flow passage 418 is shown. The flow passage 418 may be
formed within an intake manifold 402 and assembly 403. As an
example, assembly 403 may be part of a cylinder head coupled to the
intake manifold 402. In another example, assembly 403 may be a
separate assembly sandwiched between the intake manifold 402 and
the cylinder head. The intake manifold 402 may include a plurality
of upstream ducts 404A-B. Assembly 403 may include a plurality of
downstream ducts 406A-B, each downstream duct 406A-B aligned with
each upstream duct 404A-B. At its upstream end, the intake manifold
402 may be coupled to an intake passage (such as passage 122 shown
in FIG. 1) that directs air into the flow passage 418, as shown by
arrow 416.
[0046] As shown in FIG. 4A, the intake manifold 402 is coupled to
assembly 403 such that each upstream duct 404A-B aligns with each
downstream duct 406A-B, forming flow passages that convey air to
each combustion chamber of the engine. As an example, the intake
manifold 402 and assembly 403 may be comprised of plastic or other
suitable materials such as glass filled nylon and polypropylene. A
top flange 408 of the intake manifold 402 may be coupled to a
bottom flange 410 of assembly 403 forming a tight seal along
contact interface 411 to minimize air leakage between the intake
manifold 402 and assembly 403. In turn, assembly 403 may be coupled
to the engine, thereby providing a continuous passage for air flow
from the intake manifold 402 to each combustion chamber in the
engine, as shown by arrow 422. A top portion 426 of assembly 403
may be coupled to a bottom portion 428, forming an opening 430,
separate from the flow passage 418. The bottom portion 428 may form
a portion of the cylinder head coupled to assembly 403, for
example. Assembly 403 may include a plurality of recessed slots
424, formed adjacent to each downstream duct 406A-B. The flow
passage 418 may include an internal wall 420, and a pocket
comprising an upper recessed aperture 415, a curved channel 417 and
a lower recessed aperture 419. As an example, the pocket may be
adequately sized to receive the valve plate 412, when the valve
plate is adjusted to fully unblock the flow passage 418. As an
example, when the valve plate 412 is adjusted to fully unblock the
flow passage 418, the valve plate may be in a fully unblocked
position. The valve plate 412 may be comprised of a nylon material
or steel. A recessed slot 414 with an arched surface may be formed
adjacent to the pocket in the flow passage 418. As an example, the
recessed slot 414 may be adequately sized to receive a rear portion
of the valve plate 412, when the plate is adjusted to the fully
unblocked position.
[0047] The valve plate 412 may be disposed in the flow passage 418
in such a manner that the valve plate rests in the pocket formed in
the passage. The valve plate 412 may be coupled to a control shaft
(such as control shaft 307 shown in FIG. 3) that may be actuated to
adjust the valve plate to fully unblock the flow passage 418, with
a portion of the valve plate resting in the pocket. The valve plate
412 may include a curved portion 407 and a spindle mechanism 413,
as shown in FIG. 4B. The spindle mechanism 413 may couple to the
control shaft, which may be mounted through recessed slots 432.
Although not shown, the control shaft may be coupled to a valve
actuator (such as actuator 210 shown in FIG. 3) that actuates the
control shaft to adjust the position of the valve plate 412 within
the flow passage 418 during engine operation.
[0048] When adjusted to the fully unblocked position, an inner face
421 of the valve plate 412 may be in face-sharing contact with an
internal wall of the lower recessed aperture 419, as shown in FIG.
4A. In this example, the valve plate 412 is adjusted to a position
that allows unobstructed air flow into the flow passage 418. In
alternative examples, the valve plate 412 may be adjusted to
partially block the flow passage 418 and restrict air flow entering
flow passage inlet, as disclosed further below with reference to
FIG. 5B. When adjusted to partially block the flow passage 418, a
portion of the valve plate 412 may rest inside the recessed slot
414 and upper recessed aperture 415. In this way, the valve plate
412 may be adjusted to partially block the flow passage 418 to
restrict air flow into the combustion chamber while minimizing air
leakages at the periphery of the flow passage 418. By controlling
air flow motion in the flow passage 418, turbulent flow conditions
may be created in the combustion chamber to allow adequate mixing
of air and injected fuel to produce a homogenous air-fuel mixture
which combusts efficiently.
[0049] Referring to FIGS. 5A-5B, a schematic diagram showing a
first side view 500 and a second side view 502, respectively of the
charge motion control valve positioned within the flow passage 418
is shown. In the first side view 500, the valve plate 412 is
adjusted to fully unblock the flow passage 418. The second side
view 502 shows the valve plate 412 adjusted to partially block the
flow passage 418. The flow passage 418 is formed within the
upstream duct 404A and downstream duct 406A. The upstream duct 404A
may form a portion of the intake manifold 402, and the downstream
duct 406A may form a portion of assembly 403. The flow passage 418
may be coupled to the combustion chamber, as shown by arrow
422.
[0050] When the valve plate 412 is adjusted to unblock the flow
passage 418, the valve plate may rest in the pocket formed within
the flow passage 418, as shown in FIG. 5A. The pocket may include
the upper recessed aperture 415, curved channel 417 and lower
recessed aperture 419. The pocket may be adequately sized to
receive the valve plate 412, when the valve plate is adjusted to
the fully unblocked position. A recessed slot 414 with an arched
surface may be formed adjacent to the pocket in the flow passage
418. The recessed slot 414 may be adequately sized to receive a
portion of the valve plate 412 when the plate is adjusted to fully
unblock the flow passage 418. When resting inside the pocket, a
front portion 505 of the valve plate 412 may rest in the lower
recessed aperture 419, and the inner face 421 of the valve plate
may be face-sharing contact with a first side 518 of the internal
wall 420. As an example, the first side 518 of the flow passage may
form a portion of an inner wall of the lower recessed aperture 419.
An outer portion 506, formed adjacent to the inner portion 504 of
the valve plate 412, may face a second side 520 of the internal
wall 420. Further, a pivot 510 of the valve plate 412 may rest in
the curved channel 417 that allows the valve plate to rotate about
a fixed point. As an example, the front portion 505 of the valve
plate 412 may have a rectangular shape, and the pivot 510 may have
a semi-circular shape. When adjusted to the fully unblocked
position, a back flap 508 of the valve plate 412 may face upstream
and away from a recessed slot 414 in the passage. As an example,
the recessed slot 414 may form a first sealing surface in the
intake manifold to receive a rear surface 512 of the back flap 508
of the valve plate 412 when plate is fully opened; and the recessed
aperture 415 may form a second sealing surface in a body to receive
an opposite surface 514 of the back flap 508 of the plate when
fully closed, wherein the body forms a portion of assembly 403. In
this case, the valve plate 412 is fully open when the plate is
adjusted to fully unblock the flow passage 418. Further, the valve
plate 412 is fully closed when the plate is adjusted to partially
unblock the flow passage 418.
[0051] When the valve plate 412 is adjusted to fully unblock the
flow passage 418, the passage is unobstructed and may allow
unrestricted air flow into the combustion chamber. In this example,
air flow reaching the combustion chamber may be less turbulent, and
air-fuel mixture in the chamber may be less homogenous. In
alternative examples, the valve plate 412 may be adjusted to
partially block the flow passage 418 by moving the front portion
505 of the valve plate 412 along direction arrow 516, while the
pivot 510 rotates about a fixed point formed at an intersection
between a first axis 522 and a second axis 524. By partially
blocking the flow passage, air flow motion in the passage may be
modified by redirecting the air flow in a particular segment of the
intake valves within the combustion chamber to create turbulent
flow which may enhance mixing of air and injected fuel in the
combustion chamber. Details of the charge motion control valve with
the valve plate adjusted to partially block the flow passage are
disclosed further below with reference to FIG. 5B.
[0052] As shown in FIG. 5B, the charge motion control valve is
adjusted to a fully blocked position, with the outer portion 506 of
the valve plate 412 facing upstream of the passage, and the front
portion 505 of the plate facing the second side 520 of the passage.
When adjusted to the blocked position, the valve plate 412 may form
a tilt angle 530 between the first axis 522 and second axis 524. As
an example, the tilt angle 530 may range from 80 to 90 degrees. The
advantages of using the charge motion control valve within the flow
passage 418 may be reduced when the tilt angle 530 of the valve
plate 412 is in a range of 0-80 degrees. When adjusted to the fully
blocked position, the pivot 510 of the valve plate 412 may seat
within the curved channel 417, and the back flap 508 of the plate
may rest in the upper recessed aperture 415. As an example, the
opposite surface 514 of the back flap 508 may be in face-sharing
contact with a bottom wall of the upper recessed aperture 415. As
an example, the back flap 508 may reduce air leakage or block air
flow through a back portion of the valve plate 412. In this way,
the valve plate 412 may be configured with the back flap 508 to
reduce air leakage at the back portion of the valve plate while
improving combustion efficiency of the air-fuel mixture in the
combustion chamber.
[0053] When adjusted to the fully unblocked position, the valve
plate 412 may block a portion of the flow passage 418 but still
allow air flow into the combustion chamber via a primary aperture
526 and a secondary aperture 528 formed between the valve plate 412
and flow passage 418. By reducing the size of the flow passage 418,
air flow velocities downstream of the valve plate 412 may increase,
creating swirl flow which may enhance mixing of air and injected
fuel to form a homogenous air-fuel mixture. In this way, the valve
plate 412 may be adjusted to the fully blocked position to promote
homogenization of the air-fuel mixture which may combust with
improved efficiency while reducing air leakages around the control
valve. Details of the side openings around the valve plate 412 and
periphery of the flow passage 418 are disclosed further with
reference to FIGS. 6A-6B.
[0054] Referring to FIGS. 6A-6B, a schematic diagram showing an
isometric view 600 and a plan view 602, respectively of the charge
motion control valve mounted within a flow passage 605 formed in
the downstream duct 406A is disclosed. The valve plate 412 mounted
within the flow passage 605, is shown in the fully unblocked
position. The downstream duct 406A, formed within assembly 403,
includes a flange 604 surrounding an inlet of the flow passage 605.
Assembly 403 may also include planar portion 612, recessed slots
606 and a plurality of recessed slots 424 and 616 formed adjacent
to the flange 604 of downstream ducts 406A-B. As an example, the
assembly 403 may form an integral component of a cylinder head. In
another example, assembly 403 may be a separate assembly sandwiched
between the cylinder head and the intake manifold.
[0055] The recessed slots 606 may be adequately sized to receive a
spindle 413 of the valve plate 412. The spindle 413 may be coupled
to a control shaft (such as control shaft 307 shown in FIG. 3) that
may be actuated to adjust a position of the valve plate 412. As an
example, the control shaft may be coupled to a valve actuator
(e.g., actuator 210 shown in FIG. 3) that may be actuated to adjust
position of the valve plate 412 during engine operation. When
positioned within the flow passage 605, the valve plate 412 may be
in face-sharing contact with side walls of the passage along
contact interfaces 608 and 610. The valve plate 412 may block a
portion of the flow passage 605, creating a primary aperture 526
and a secondary aperture 528, which allow air flow into the
downstream duct 406A. The valve plate 412 may restrict air leakage
along contact interfaces 608 and 610 at the periphery of the flow
passage 605. As an example, the primary aperture 526 may be larger
than the secondary aperture 528, and may convey a higher air flow
volume compared to an air flow volume conveyed via the second
aperture. When the valve plate 412 is adjusted to the fully blocked
position, the plate may block 80% of an inlet area of the flow
passage, for example. By reducing the size of the passage inlet,
air flow velocities in the flow passage 605 may increase, creating
swirl flow in the combustion chamber positioned downstream of the
valve plate 412. In this way, the valve plate 412 may be adjusted
to the fully unblocked position, thereby speeding up air flow
downstream of the valve plate to enhance mixing of air and injected
fuel in the combustion chamber while minimizing air leakages at the
periphery of the flow passage. The adequately mixed air and fuel in
the combustion chamber may combust with improved efficiency while
reducing fuel emissions.
[0056] Referring to FIGS. 7A-7B, a schematic diagram showing a
first plan view 700 and a second plan view 702, respectively of an
alternative embodiment of a charge motion control valve in a fully
blocked position within a flow passage 706 is disclosed. In the
first plan view 700, a valve plate 704 of the control valve is
positioned within the flow passage 706 having a primary aperture
708, a secondary aperture 710 and side openings 712 at the
periphery of the valve plate. The second plan view 702 shows the
valve plate 704 positioned within the flow passage 706, with a
shell membrane 716 placed in face-sharing contact with the valve
plate and a flange 604 to reduce or minimize air leakage at the
periphery of the flow passage 706.
[0057] As shown in FIG. 7A, the valve plate 704 is mounted within
the flow passage 706 in the fully blocked position, with spindle
705 disposed in the recessed slot 606 formed within assembly 403.
As an example, assembly 403 may be part of a cylinder head coupled
to the intake manifold. In another example, assembly 403 may be a
separate assembly sandwiched between the intake manifold and
cylinder head. When adjusted to the fully unblocked position, the
valve plate 704 may be in face-sharing contact with edges of the
flow passage 706 along contact interface 608. The valve plate 704
may partially block the flow passage 706, however the primary
aperture 708, formed between a curved section 707 of the valve
plate and walls of the flow passage, may remain open to allow air
flow into the passage. Also, the secondary aperture 710 formed
between a front portion of the valve plate and wall of the flow
passage 706, may remain open to allow restricted air flow into the
passage. In this example, the valve plate 704 may not adequately
block the side openings 712 and 714 around the periphery of the
flow passage 706. As a result, air in the flow passage 706 may leak
through the side openings 712 and 714, and may reduce combustion
efficiency of the air-fuel mixture in the combustion chamber.
[0058] The shell membrane 716 may be in face-sharing contact with a
portion of the valve plate 704 and flange 604 of the flow passage
706, as shown FIG. 7B. In this case, the shell membrane may block
the side openings around the periphery of the valve plate 704. When
placed in face contact with the valve plate 704 and flange 604, the
shell membrane may block a portion of the side openings and may
reduce air leakages along contact interfaces 718 and 720, formed
adjacent to the side openings. Blocking gaps at the periphery of
the valve plate and flow passage with the shell membrane provides
additional benefits while minimizing failure modes associated with
a plate gasket placed at the side and back portion of the valve
plate. As an example, using the shell membrane 716 in conjunction
with the valve plate 704 may minimize friction forces around the
valve plate to improve response time during operation of the
control valve. In addition, issues associated with use of the plate
gasket, such as binding and degradation are reduced when the shell
membrane is used to block gaps in the periphery of the valve plate
and flow passage. Further, gasket wear which may expose the
openings in the periphery of the flow passage may be reduced when
the shell membrane is used instead of the plate gasket. By
positioning the shell membrane 716 in face-sharing contact with the
flange 604 of the flow passage 706, a size of the side openings 712
and 714 may be reduced, as disclosed further below with reference
to FIG. 7C.
[0059] Turning to FIG. 7C, a schematic diagram of a charge motion
control valve 703 having an assembly 722 placed in face-sharing
contact with a portion of the valve plate 704 and the flange 604 of
the flow passage 706 is shown. As shown in FIG. 7C, the assembly
722 may be coupled to assembly 403, and flange 604 may be in
face-sharing contact with a bottom portion of assembly 722 along
contact interface 724. As an example, assembly 722 may form a
portion of an intake manifold coupled to assembly 403, with a shell
membrane (such as membrane 716 shown in FIG. 7B) sandwiched between
an interface surface of the manifold and the cylinder head at the
flow passage. Assembly 403 may form a portion of the cylinder head
coupled to the intake manifold, for example. The shell membrane may
seal tightly against the flange 604, and may block the side
openings 712 and 714 formed at the periphery of the flow passage
706, for example. Air flow from an intake passage (such as passage
122 shown in FIG. 1) may enter the flow passage 706, as shown by
arrow 416. The valve plate 704 may be rotatably mounted in the flow
passage 706 to control air flow directed into the combustion
chamber placed downstream of the valve plate, as shown by arrow
422. As an example, the valve plate may be rotatably mounted in the
flow passage 706, with an interface surface of the manifold that is
in face-sharing contact with the cylinder head at the passage inlet
in a position that may be inwardly offset around a perimeter of the
flow passage. In this way, the intake manifold may be coupled to
the cylinder head at the passage inlet to minimize air leakages
through the side openings 712 and 714 at the periphery of the flow
passage 706. By minimizing air leakages, air flow in the flow
passage 706 may be adequately flowed to the combustion chamber,
where the air is adequately mixed with injected fuel and ignited to
provide thermal energy for piston movement.
[0060] Returning to FIG. 7B, the primary and secondary apertures
may remain open to allow air flow into the flow passage 706. The
air entering the flow passage 706 may increase in velocity due to
the reduced size of the flow passage 706. The increased air flow
velocities inside the flow passage 706 may create swirl motion or
turbulent flow in the combustion chamber placed downstream of the
valve plate 704. The swirl motion in the combustion chamber may
enhance mixing of air and fuel to homogenize the air-fuel mixture
which may combust with improved efficiency. In this way, the valve
plate 704, may be adjusted to the fully blocked position, with the
shell membrane 716 positioned adjacent to the valve plate to reduce
air leakages at the periphery of the flow passage 706. By reducing
air leakages at the periphery of the flow passage 706, the air-fuel
mixture in the combustion chamber may combust with improved
efficiency while reducing fuel emissions.
[0061] In one example, a system may comprise: a valve plate with a
pivot axis mounted in a body coupled to a manifold runner, the
plate having a rear portion overhanging the pivot; and a first
sealing surface in the manifold runner to receive a surface of the
rear portion of the valve plate when fully opened; and a second
sealing surface in the body to receive an opposite surface of the
rear portion of the valve plate when fully closed. In the preceding
example, additionally or optionally, the body includes a pocket
comprising an upper recessed aperture, a curved channel and a lower
recessed aperture, and the manifold runner has a recessed slot with
an arched surface formed at a downstream portion of the runner. In
any or all of the preceding examples, additionally or optionally,
the body forms an integral component of a cylinder head. In any or
all of the alternate examples, additionally or optionally, the body
is a separate assembly sandwiched between a cylinder head and an
intake manifold. In any or all of the preceding examples,
additionally or optionally, the intake manifold is comprised of
plastic material.
[0062] In any or all of the preceding examples, additionally or
optionally, the front portion of the valve plate has a rectangular
shape; the pivot has a semi-circular shape, and the rear portion of
the valve plate has an extended horizontal arm; wherein the valve
plate rests in a pocket formed in the body; wherein the pocket
includes a lower slot, a curved channel and an upper slot having a
curved bottom wall. In any or all of the preceding examples,
additionally or optionally, wherein when the valve plate on the
side of the pivot opposite the rear valve plate portion rests in
the lower slot, with an inner face of the valve plate aligning with
an internal wall of the lower slot; and the pivot rests in the
curved channel. In any or all of the preceding examples,
additionally or optionally, when the valve plate is in a fully
blocked position, the front portion of the valve plate faces a
first side of a flow passage in the body; the pivot rests in the
curved channel; and the rear portion rests in the upper slot. In
any or all of the preceding examples, additionally or optionally,
the first side of the flow passage is opposite to a second of the
passage.
[0063] Another example system comprises: a cylinder head with a
cylinder port; an intake manifold with a runner; a charge motion
control valve rotatably mounted in the cylinder port, wherein an
interface surface of the manifold that is in face-sharing contact
with the cylinder head at the port is inwardly offset around a
perimeter. In any or all of the preceding examples, additionally or
optionally, the charge motion control valve includes a valve plate
having a rear overhang opposite a major portion of the valve plate
relative to a pivot, the overhang sealing against a wall of the
cylinder port downstream of the valve plate. In any or all of the
preceding examples, additionally or optionally, the interface
surface is mounted upstream of the cylinder head to form a tight
seal between the intake manifold and the cylinder port. In any or
all of the preceding examples, additionally or optionally, the
interface surface is mounted to the cylinder head to block
secondary openings around a perimeter of the cylinder port.
[0064] An alternative example system comprises: a cylinder head
with a cylinder port; an intake manifold with a runner; an assembly
with a charge motion control valve rotatably mounted therein and a
passage aligning with the head port and manifold runner, wherein an
interface surface of the manifold that is in face-sharing contact
with the assembly at the passage is inwardly offset around a
perimeter. In the preceding example, additionally or optionally,
the assembly is separate from the cylinder head and sandwiched
between the cylinder head and the intake manifold. In any or all of
the preceding examples, additionally or optionally, the interface
surface of the manifold is coupled to the assembly to block
secondary openings around a perimeter of the head port. In any or
all of the preceding examples, additionally or optionally, the
manifold is coupled to the assembly forming a tight seal between
the manifold and the assembly at the passage. In any or all of the
preceding examples, additionally or optionally, when the charge
motion control valve is in a fully blocked position, a primary
opening formed between a curved section of the control valve and
walls of the head port, is smaller than a passage inlet in the head
port. In any or all of the preceding examples, additionally or
optionally, the charge motion control valve includes a valve plate
having a rear overhang opposite a major portion of the valve plate
relative to a pivot, the overhang sealing against a wall of the
cylinder port downstream of the valve plate.
[0065] FIGS. 2-7C show example configurations with relative
positioning of the various components of the charge motion control
valve. If shown directly contacting each other, or directly
coupled, then such elements may be referred to as directly
contacting or directly coupled, respectively, at least in one
example. Similarly, elements shown contiguous or adjacent to one
another may be contiguous or adjacent to each other, respectively,
at least in one example. As an example, components laying in
face-sharing contact with each other may be referred to as in
face-sharing contact. As another example, elements positioned apart
from each other with only a space there-between and no other
components may be referred to as such, in at least one example. As
yet another example, elements shown above/below one another, at
opposite sides to one another, or to the left/right of one another
may be referred to as such, relative to one another. Further, as
shown in the figures, a topmost element or point of element may be
referred to as a "top" of the component and a bottommost element or
point of the element may be referred to as a "bottom" of the
component, in at least one example. As used herein, top/bottom,
upper/lower, above/below, may be relative to a vertical axis of the
figures and used to describe positioning of elements of the figures
relative to one another. As such, elements shown above other
elements are positioned vertically above the other elements, in one
example. As yet another example, shapes of the elements depicted
within the figures may be referred to as having those shapes (e.g.,
such as being circular, straight, planar, curved, rounded,
chamfered, angled, or the like). Further, elements shown
intersecting one another may be referred to as intersecting
elements or intersecting one another, in at least one example.
Further still, an element shown within another element or shown
outside of another element may be referred as such, in one
example.
[0066] It will be appreciated that the configurations and routines
disclosed herein are exemplary in nature, and that these specific
embodiments are not to be considered in a limiting sense, because
numerous variations are possible. For example, the above technology
can be applied to V-6, I-4, I-6, V-12, opposed 4, and other engine
types. The subject matter of the present disclosure includes all
novel and non-obvious combinations and sub-combinations of the
various systems and configurations, and other features, functions,
and/or properties disclosed herein.
[0067] The following claims particularly point out certain
combinations and sub-combinations regarded as novel and
non-obvious. These claims may refer to "an" element or "a first"
element or the equivalent thereof. Such claims should be understood
to include incorporation 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 through
amendment of the present claims or through presentation of new
claims in this or a related application. Such claims, whether
broader, narrower, equal, or different in scope to the original
claims, also are regarded as included within the subject matter of
the present disclosure.
* * * * *