US2013104817A1PendingUtilityA1
Engine assembly including crankcase ventilation system
Individually held — no corporate assignee on recordPriority: Oct 26, 2011Filed: Oct 26, 2011Published: May 2, 2013
Est. expiryOct 26, 2031(~5.2 yrs left)· nominal 20-yr term from priority
Inventors:Alan S. Miller
F02M 35/10222F01M 2013/0433F01M 2013/0072F01M 2013/0488F01M 13/0416
39
PatentIndex Score
0
Cited by
0
References
0
Claims
Abstract
An engine assembly includes an engine structure, an air intake assembly and a crankcase ventilation assembly. The engine structure defines a cylinder bore, an intake port and a crankcase. The air intake assembly is in communication with the intake port. The crankcase ventilation assembly includes a housing and a baffle located within the housing. The housing defines an inlet in communication with the crankcase and an outlet in communication with the air intake assembly. Apertures in the baffle define a first characteristic flow rate and spacing between the baffles and housing defines a second characteristic flow rate. In one arrangement, the first and second characteristic flow rates are offset from one another. In another arrangement, the first and second characteristic flow rates are equal to or offset from one another and are each greater than a maximum blowby flow rate of the engine assembly.
Claims
exact text as granted — not AI-modifiedWhat is claimed is:
1 . An engine assembly comprising:
an engine structure defining a cylinder bore, an intake port in communication with the cylinder bore, and a crankcase; an air intake assembly in communication with the intake port; and a crankcase ventilation assembly including:
a housing defining an inlet in communication with the crankcase, an outlet in communication with the air intake assembly and an air flow path along a length (L) defined from the inlet to the outlet, a standing wave resonant frequency of the housing defined by:
f
=
c
4
L
;
where c is the speed of sound; and
a first baffle located within the housing at a position within the flow path between the inlet and the outlet, the first baffle defining a first aperture extending through the first baffle and defining an effective diameter (D 1 ) and an outer perimeter region of the first baffle spaced from the housing, the spacing between the outer perimeter region of the first baffle and the housing defining a flow area (A) and the outer perimeter region of the first baffle and the housing defining a perimeter (P) surrounding the flow area (A), the flow area (A) and the perimeter (P) defining a hydraulic diameter (D 2 ):
D
2
=
4
A
P
;
and the crankcase ventilation assembly defining first and second characteristic flow rates (Q 1 , Q 2 ):
Q
1
=
(
fD
1
3
St
)
(
π
4
)
;
Q
2
=
(
fD
2
St
)
(
A
)
;
with the first and second characteristic flow rates being offset from one another.
2 . The engine assembly of claim 1 , wherein the first and second characteristic flow rates are offset from one another by at least 20 percent.
3 . The engine assembly of claim 2 , wherein one of the first and second characteristic flow rates is below a maximum blowby flow rate of the engine assembly.
4 . The engine assembly of claim 2 , wherein the first characteristic flow rate is greater than the second characteristic flow rate.
5 . The engine assembly of claim 2 , wherein the second characteristic flow rate is at least 50 percent greater than the first characteristic flow rate.
6 . The engine assembly of claim 1 , wherein one of the first and second characteristic flow rates is at least 10 percent greater than a maximum blowby flow rate of the engine assembly.
7 . The engine assembly of claim 6 , wherein the other of the first and second characteristic flow rates is less than the maximum blowby flow rate of the engine assembly.
8 . The engine assembly of claim 7 , wherein the one of the first and second characteristic flow rates is at least 10 percent greater than a steady-state flow rate through an outlet of the housing during engine operation.
9 . The engine assembly of claim 8 , wherein the other of the first and second characteristic flow rates is at least 10 percent less than the steady-state flow rate through the outlet of the housing during engine operation.
10 . The engine assembly of claim 8 , wherein the other of the first and second characteristic flow rates is at least 10 percent greater than the steady-state flow rate through the outlet of the housing during engine operation.
11 . The engine assembly of claim 1 , wherein the baffle defines a plurality of apertures including the first aperture with each of the apertures defining the effective diameter (D 1 ).
12 . The engine assembly of claim 1 , wherein the crankcase ventilation assembly includes a plurality of baffles including the first baffle within the housing along the air flow path, with each of the plurality of baffles defining apertures having the effective diameter (D 1 ) and the outer perimeter region of each of the plurality of baffles and the housing defining the perimeter (P) and the flow area (A).
13 . An engine assembly comprising:
an engine structure defining a cylinder bore, an intake port in communication with the cylinder bore, and a crankcase; an air intake assembly in communication with the intake port; and a crankcase ventilation assembly including:
a housing defining an inlet in communication with the crankcase, an outlet in communication with the air intake assembly and an air flow path along a length (L) defined from the inlet to the outlet, a standing wave resonant frequency of the housing defined by:
f
=
c
4
L
where c is the speed of sound; and
a first baffle located within the housing at a position within the flow path between the inlet and the outlet, the first baffle defining a first aperture extending through the first baffle and defining an effective diameter (D 1 ) and an outer perimeter region of the first baffle spaced from the housing, the spacing between the outer perimeter region of the first baffle and the housing defining a flow area (A) and the outer perimeter region of the first baffle and the housing defining a perimeter (P) surrounding the flow area (A), the flow area (A) and the perimeter (P) defining a hydraulic diameter (D 2 ):
D
2
=
4
A
P
and the crankcase ventilation assembly defining first and second characteristic flow rates (Q 1 , Q 2 ):
Q
1
=
(
fD
1
3
St
)
(
π
4
)
;
Q
2
=
(
fD
2
St
)
(
A
)
;
with the first and second characteristic flow rates each being greater than a maximum blowby flow rate of the engine assembly.
14 . The engine assembly of claim 13 , wherein each of the first and second characteristic flow rates are at least 10 percent greater than the maximum blowby flow rate.
15 . The engine assembly of claim 13 , wherein each of the first and second characteristic flow rates are at least 10 percent greater than a steady state flow rate through the outlet of the housing during engine operation.
16 . The engine assembly of claim 13 , wherein each of the first and second characteristic flow rates are at least 30 percent greater than the maximum blowby flow rate and at least 30 percent greater than a steady state flow rate through the outlet of the housing during engine operation.
17 . The engine assembly of claim 13 , wherein the baffle defines a plurality of apertures including the first aperture with each of the apertures defining the effective diameter (D 1 ).
18 . The engine assembly of claim 13 , wherein the crankcase ventilation assembly includes a plurality of baffles including the first baffle within the housing along the air flow path, with each of the plurality of baffles defining apertures having the effective diameter (D 1 ) and the outer perimeter region of each of the plurality of baffles and the housing defining the perimeter (P) and the flow area (A).Join the waitlist — get patent alerts
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