DESC:FIELD
The present disclosure relates to a field of air intake systems for internal combustion engines.
DEFINITION
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicates otherwise.
Idle Air Control Valve (IACV): An actuator integrated into an existing air intake module device configured to regulate airflow and deliver additional air during various operational conditions. It operates based on Pulse Width Modulation (PWM) frequency and duty cycle to adjust airflow.
PWM Frequency: Pulse Width Modulation frequency refers to the rate at which the IACV operates, controlling the timing and duration of airflow adjustments. It is measured in Hertz (Hz) and determines how often the IACV opens and closes to deliver precise amounts of air to the engine.
Engine Idle Condition: The idle condition of an engine refers to the state when the engine is running at its lowest stable speed without any input from the accelerator or load from the drivetrain.
Engine Low Load Condition: the low load condition of an engine refers to a state where the engine operates with minimal demand for power, such as during light acceleration, cruising at a steady speed, or when the vehicle is moving on a flat surface with little resistance.
Duty Cycle: Duty cycle refers to the proportion of time during which the IACV is open or closed relative to the total operating time. It is expressed as a percentage and dictates the amount of airflow delivered by the IACV. A higher duty cycle corresponds to a greater airflow delivery, while a lower duty cycle indicates less airflow.
Cold Emissions: Cold emissions refer to pollutants. These emissions typically include carbon monoxide (CO) and hydrocarbons (HC) and contribute to air pollution and environmental degradation.
Fuel Injection (FI) System: The fuel injection system is a mechanism used to deliver fuel. It replaces traditional carburettors and provides more precise control over fuel delivery, resulting in improved fuel efficiency and reduced emissions.
Limp Home System: A limp home system is a safety feature that allows the engine to operate at optimized performance levels at limp home conditions.
The above definitions are in addition to those expressed in the art.
BACKGROUND
The background information herein below relates to the present disclosure but is not necessarily prior art.
Traditional air intake systems, such as carburettors, are mechanical devices that control the air-fuel mixture in internal combustion engines. They have been commonly used in vehicles to supply the air-fuel mixture to the engine by operating on basic mechanical principles, using the airflow to pull fuel into the engine. These systems control airflow into the engine using mechanical and manual methods. Nowadays, engines require precise and adaptive airflow control, particularly under variable load and idle conditions, which traditional systems fail to provide.
A major drawback of traditional air intake systems, such as carburettors, is their inability to adjust airflow in real-time, leading to inefficiencies across different engine operating conditions. These systems rely on fixed mechanical configurations that do not dynamically adapt to changes in engine load or speed. As a result, when the engine is idling, airflow remains suboptimal, causing an imbalanced air-fuel mixture that leads to rough idling, excessive fuel consumption, and higher emissions. Similarly, at higher RPMs, the restricted air intake results in a richer fuel mixture, leading to inefficient combustion, increased fuel wastage, and higher pollutant emissions. Traditional air intake systems also struggle with cold starts and fail to deliver the precise, real-time adjustments needed for optimal engine performance. Furthermore, their mechanical configuration requires frequent maintenance to remain functional. The inability of these conventional systems to regulate airflow dynamically significantly impacts fuel efficiency, engine responsiveness, and environmental compliance.
Engines nowadays need advanced air intake systems that can adapt to changing conditions in real-time. While some older systems use Idle Air Control Valves (IACVs) to regulate idle speed, they cannot fully utilize real-time sensor data to adjust airflow dynamically. These traditional systems also lack the ability to respond to factors like ambient temperature and engine operating conditions, leading to lower performance and higher emissions.
Finally, cost efficiency is a key concern for manufacturers aiming to meet regulatory standards while staying competitive. Traditional components like Fuel Injection (FI) systems are often expensive to produce and maintain because of their complexity. This has created a growing demand for innovative, cost-effective air intake solutions that provide high performance and reliability without significantly increasing production costs.
Therefore, there is a need for an air intake module that alleviates the aforementioned drawback.
OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
It is an object of the present disclosure to ameliorate one or more problems of the prior art or to at least provide a useful alternative.
An object of the present disclosure is to provide an air intake module.
Another object of the present disclosure is to provide an air intake module that offers precise and adaptive airflow control, particularly under variable load and idle conditions, to meet the demands of engines.
Yet another object of the present disclosure is to provide an air intake module that addresses the limitations of traditional air intake systems by enabling real-time modulation of airflow using advanced sensor data.
Still yet another object of the present disclosure is to provide an air intake module that enhances engine performance.
Yet another object of the present disclosure is to provide an air intake module that enables the delivery of extra air from idle to other optimization points based on inputs from the control unit, considering ambient.
Still yet another object of the present disclosure is to provide an air intake module that reduces harmful emissions, including cold-start emissions, through precise control of the air-fuel mixture.
Yet another object of the present disclosure is to provide an air intake module that provides a cost-effective alternative to traditional Fuel Injection (FI) systems, reducing production and maintenance costs while maintaining high performance.
Still yet another object of the present disclosure is to provide an air intake module that is compatible with a wide range of engines, including internal combustion engines in vehicles, stationary engines, and engines running on petrol or compressed natural gas (CNG).
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure envisages an air intake module of an engine having an intake manifold provided with a first sensor for continuously monitoring the temperature and pressure parameters of air entering the intake manifold. The first sensor is configured to generate a first sensed signal.
The air intake module comprises a float chamber configured to receive fuel, and a housing mounted on the float chamber to receive fuel therefrom. The housing includes a first channel having an air inlet configured at a first end thereof in fluid communication with the intake manifold for receiving air, and an outlet configured at a second end thereof in fluid communication with the engine for delivering an air-fuel mixture thereto. The housing further includes a second channel configured in fluid communication with the air inlet to receive air therefrom. The housing also includes a third channel configured in the housing. The third channel is configured to fluidly communicate with the second channel to receive air therefrom, and with the outlet.
A throttle slide is positioned within the first channel perpendicular to the air inlet. The throttle slide is configured to be linearly displaced to allow passage of air at a predetermined flowrate into the first channel.
A second sensor is mounted on the housing. The second sensor is configured to sense the position of the throttle slide, and is further configured to generate a second sensed signal.
A control unit is configured to communicate with the first sensor and the second sensor to receive the first sensed signal and the second sensed signal therefrom, and generate an actuating signal.
The air intake module also comprises an idle air control valve (IACV) configured to be connected to the housing. The IACV has a plunger configured to be displaceably received within the housing between the second channel and the third channel. The plunger is configured to be displaced in an operative first direction in response to the actuating signal to facilitate fluid communication between the second channel and the third channel to enable passage of air to the outlet bypassing the throttle slide, in an event of engine idle condition or engine low-load conditions.
In an embodiment, the IACV includes a casing mounted on the housing, and an actuator is provided in the casing and configured to be connected to the plunger. The actuator is configured to receive the actuating signal and is further configured to facilitate linear displacement of the plunger, in response to the actuating signal, in the first direction to facilitate the fluid communication between the second channel and the third channel.
In another embodiment, the first direction is defined by an operative backward direction.
In yet another embodiment, the actuator is configured to facilitate the displacement of the plunger in a second direction to restrict fluid communication between the second channel and the third channel in the absence of the actuating signal during normal engine operating conditions.
In still another embodiment, the second direction is defined by an operative forward direction.
In another embodiment, the control unit is configured to calculate the amount of air required to be bypassed during engine idle condition or engine low-load conditions based on the first sensed signal and the second sensed signal to generate the actuating signal.
In yet another embodiment, the actuator is configured to facilitate gradual displacement of the plunger in the first and second directions.
In still another embodiment, the housing includes a first mounting plate configured to facilitate mounting of the casing on the housing with the help of fasteners.
In another embodiment, the housing includes a second mounting plate configured to facilitate mounting of the second sensor on the housing with the help of fasteners.
In still another embodiment, the second sensor is a throttle position sensor (TPS).
In another embodiment, the second sensor is a throttle position sensor (TPS) selected from a group consisting of a potentiometric TPS, a Hall-effect TPS, a non-contact inductive TPS, a capacitive TPS, and an optical TPS.
In another embodiment, the actuator is selected from a stepper motor, a solenoid, a rotary actuator, a pulse-width modulation-controlled solenoid or a motor, and a vacuum actuator.
In yet another embodiment, the module is configured to enable modulation of airflow within an adjustable frequency ranging from 20 Hz to 100 Hz and duty cycle ranging from 0% to 100%.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
An air intake module, of the present disclosure, will now be described with the help of the accompanying drawing in which:
Figure 1A illustrates an isometric view of an air intake module in accordance with the present disclosure;
Figure 1B illustrates a front view of the air intake module of Figure 1A;
Figure 1C illustrates a sectional view of the air intake module of Figure 1A along the section A-A;
Figure 1D illustrates a top view of the air intake module of Figure 1A;
Figure 1E illustrates a sectional view of the air intake module of Figure 1D along the section B-B;
Figure 1F illustrates a left side view of an air intake module of Figure 1A;
Figure 2 illustrates a block diagram of the air intake module, in accordance with the present disclosure;
Figure 3A illustrates a graph showing the effect of IACV with respect to RPM of an IC engine in accordance with the present disclosure;
Figure 3B illustrates a graph showing the effect of IACV with respect to the number of starts on ES on multiple engines in accordance with the present disclosure; and
Figure 3C illustrates a graph depicting the relationship between airflow (in kg/hr) through an Idle Air Control Valve (IACV) and the frequency and duty cycle of the valve in accordance with the present disclosure.
LIST OF REFERENCE NUMERALS
10 - First sensor
12 - Housing
13 - First channel
14 - Air inlet
15 - Outlet
16 - Cylindrical casing cover
18 - Drain screw
20 - Cap
21 - Float chamber cover
22 - Float chamber
26 - Fuel inlet tube/pipe
30 - Flange
36 - Slow running adjuster
38 - Air screw
39 - Drain tube
40 - Stud
50 - Cylindrical casing
51 - Throttle slide
52 - Spring-loaded mechanism
100 - Air intake module
105 - Second channel
107 - Third channel
108 - Second sensor
110 - Fasteners (for first sensor)
111 - Plunger
112 - Fasteners (for casing mounting)
113 - First mounting plate (for IACV casing)
115 - Second mounting plate (for second sensor)
116 - Flange (for second sensor)
134 - Control unit
145 - Flange (for IACV casing)
146 - Idle air control valve (IACV)
147 - Actuator
148 - Casing (for IACV)
149 - Biasing mechanism
DETAILED DESCRIPTION
The present disclosure relates to air intake module.
Embodiments are provided so as to thoroughly and fully convey the scope of the present disclosure to the person skilled in the art. Numerous details are set forth, relating to specific components, and methods, to provide a complete understanding of embodiments of the present disclosure. It will be apparent to the person skilled in the art that the details provided in the embodiments should not be construed to limit the scope of the present disclosure. In some embodiments, well-known processes, well-known apparatus structures, and well-known techniques are not described in detail.
The terminology used, in the present disclosure, is only for the purpose of explaining a particular embodiment and such terminology cannot be considered to limit the scope of the present disclosure. As used in the present disclosure, the forms "a,” "an," and "the" may be intended to include the plural forms as well, unless the context clearly suggests otherwise. The terms "comprises," "comprising," “including,” and “having,” are open ended transitional phrases and therefore specify the presence of stated features, elements, modules, units and/or components, but do not forbid the presence or addition of one or more other features, elements, components, and/or groups thereof.
Embodiments, of the present disclosure, will now be described with reference to the accompanying drawing.
An air intake module (100) will now be described in detail with reference to Figure 1A through Figure 3C.
The engine has an intake manifold provided with a first sensor (10) for continuously monitoring the temperature and pressure parameters of air entering the intake manifold. The first sensor (10) is configured to generate a first sensed signal based on the sensed temperature and pressure parameters.
In an embodiment, the first sensor (10) is a temperature and pressure sensor.
The air intake module (100) comprises a float chamber (22), as shown in Figure 1A, 1B and 1E, configured to receive fuel from a fuel tank and supply to the air intake module (100).
The air intake module (100) further comprises a housing (12). The housing (12) defines a first channel (13), and is configured to receive all the components of the air intake module (100) as shown in Figures 1A-1F. The first channel (13) acts as the primary air passage, extending along the length of the housing (12). The first channel (13) has an air inlet (14) configured at first end thereof in fluid communication with the intake manifold for receiving air and an outlet (15) at the second end for delivering an air-fuel mixture to the engine. Further, the intake manifold is configured to be connected to the air filter to remove dust and debris from incoming air. The outlet (15) is provided with a flange (30) having mounting holes for mounting the air intake module (100) to the engine with the help of a stud (40).
A cylindrical casing (50) is configured to be perpendicularly mounted on the housing (12) as shown in Figures 1A-1B and Figure 1E. A throttle slide (51) is configured to be positioned within the first channel (13) and oriented perpendicular to the air inlet (14) within the cylindrical casing (50). The throttle slide (51) is configured to be connected to a throttle cable or throttle linkage as shown in Figure 1E. Further, the throttle slide (51) is configured to be linearly displaced within the cylindrical casing (50) to allow passage of air at a predetermined flowrate in the first channel (13) upon actuated by the throttle cable or throttle linkage. A cylindrical casing cover (16) is configured to be securely attached to the top portion of the cylindrical casing (50) to arrest the throttle movement within the first channel (13) and ensure proper sealing of the cylindrical casing (50). Further, a cap (20) is configured to be securely attached to the cylindrical casing cover (16) to avoid dust ingress. The throttle slide (51) is configured to be connected to a spring-loaded mechanism (52). The spring-loaded mechanism (52) is securely attached to the cylindrical casing cover (16) at one end and to the throttle slider (51) at the other end. The spring-loaded mechanism (52) is configured to provide a biasing force to the throttle slide (51) to return it to its idle position when the throttle is released.
In an embodiment, the cylindrical casing (50) is configured to be integrated with the housing (12).
The float chamber (22) has a cover (21) configured to be attached to an operative bottom portion of the housing (12) as shown in Figure 1A, 1B and 1E. The float chamber (22) is configured to be connected to the fuel supply line via a fuel inlet tube (26). The float chamber (22) is configured to be connected to the first channel (13) through a small fuel jet or nozzle to transfer fuel from the float chamber (22) to the first channel (13) to be mixed with the air. The float chamber (22) further includes a drain screw (18) and a drain tube (39). The drain screw (18) is configured to be mounted on the cover (21) of the float chamber (22) for controlled manual drainage of fuel and the drain tube (39) is configured to be connected to the drain screw (18) to channel drained fuel away from the module (100) as shown in Figure 1A and Figure 1B.
The housing (12) further includes a slow-running adjuster (36) and an air screw (38). The slow-running adjuster (36) is configured to adjust the throttle slider’s (51) position to regulate airflow. The air screw (38) is configured to fine-tune the air-fuel mixture quality delivered to the engine as shown in Figure 1B.
The air intake module (100) as shown in Figure 1A, includes a second channel (105), a third channel (107), a second sensor (108), and an idle air intake valve (IACV) (146). The second channel (105) acts as the secondary air passage or a bypass air passage. The second channel (105) is configured in the housing (112) and positioned at the air inlet (14) of the first channel (13). Further, the second channel (105) is configured to be in fluid communication with the air inlet (14) to facilitate the bypass of air by receiving air entering the first channel (13) and to direct air towards the third channel (107) via the IACV (146) as shown in Figure 1B.
The third channel (107) is configured in the housing (12) and positioned at the outlet (15). The third channel (107) is configured to be in fluid communication with the second channel (105) to receive air therefrom, and with the outlet (15) thus completing the bypass air intake path from the air inlet (14) to the outlet (15) as shown in Figure 1C. The air from the third channel (107) is further configured to be delivered to the outlet (15) for mixing with fuel before entering the engine. The flow of air from the second channel (105) to the third channel (107) is controlled based on the engine operating conditions.
The second sensor (108) is configured to be mounted on the housing (12) to sense the position of the throttle slide (51) as shown in Figure 1A. The second sensor (108) is configured to continuously monitor the displacement of the throttle slide (51) within the first channel (13). Further, based on the movement of the throttle slide (51), the second sensor (108) generates a first sensed signal that provides real-time data on the throttle slide (51) position. This data is essential for determining the amount of airflow required based on the position of the throttle slide (51) and throttle input and for adjusting the air-fuel mixture accordingly.
In an embodiment, the cylinder casing (50) of the housing (12) includes a second mounting plate (115) configured to facilitate the mounting of the second sensor (108) on the housing (12) with the help of fasteners (110) as shown in Figure 1A and Figure 1F. In another embodiment, the second sensor (108) is provided with a flange (116) which is mounted on the second mounting plate (115) with the help of fasteners (110).
In an embodiment, the second sensor (108) is a throttle position sensor. In another embodiment, the TPS sensor (108) is selected from a potentiometric TPS, a Hall-effect TPS, a non-contact inductive TPS, a capacitive TPS, and an optical TPS.
In an embodiment, the temperature and pressure sensor (10) is selected from a piezoelectric pressure sensor, a thermistor, or a Micro-Electro-Mechanical Systems (MEMS)-based sensor.
Figure 2 illustrates a block diagram of the air intake module, in accordance with the present disclosure.
A control unit (134) is configured to communicate with the second sensor (108) and the first sensor (10) as shown in Figure 2. The control unit (134) is further configured to receive and process the first sensed signal and the second sensed signal from both the second sensor (108) and the first sensor (10).
The control unit (134) is configured to continuously monitor the throttle slide (51) position and the temperature and pressure of the incoming air. Further, based on the data provided by the second sensor (108) and the first sensor (10), the control unit (134) calculates the amount of air required to be bypassed around the throttle slide (51) in engine idle conditions or engine low-load conditions. The control unit (134) is then configured to generate an actuating signal based on required engine demands and the actuating signal is further configured to be transmitted to the idle air control valve (IACV) (146).
In a further embodiment, the control unit (134) is configured to calculate the amount of air required to be bypassed during engine idle condition or engine low-load condition based on the first sensed signal and the second sensed signal to generate the actuating signal. In another embodiment, the control unit (134) includes a repository containing predefined threshold values of temperature and pressure for air entering the intake manifold, and a predefined threshold value corresponding to the position of the throttle slide (51). The control unit (134) also includes a comparator (not shown in figures) configured to receive the values corresponding to the first sensed signal. The comparator compares the first sensed values with the predefined threshold temperature and pressure values. If the first sensed values are below the predefined threshold temperature and pressure values, the comparator is configured to compare the value corresponding to the sensed position of the throttle slide (51) with the predefined threshold value corresponding to the position of the throttle slide (51). If the value corresponding to the sensed position of the throttle slide (51) is less than the predefined threshold value, the control unit (134) generates the actuating signal.
Thus, the control unit (134) is configured to calculate optimal ignition timing and dynamically adjust the throttle slider (51) position, the air-fuel mixture, and engine performance based on inputs from various sensors, including the temperature and pressure sensor (10), the throttle position sensor (108), and the engine RPM.
In an embodiment, the control unit (134) is an electronic control unit (ECU).
The idle air control valve (IACV) (146) is configured to be connected to the housing (12). Further, the Idle Air Control Valve (IACV) (146) includes a casing (148), an actuator (147), and a plunger (111). The casing (148) is configured to be mounted on the housing (12), and is further configured to house the actuator (147), the plunger (111) and other components of the IACV (146). The actuator (147) is configured to be provided in the casing (148) and is configured to be connected to the plunger (111). The actuator (147) is configured to linearly displace the plunger (111) by providing an actuating force in a first direction to facilitate the fluid communication between the second channel (105) and the third channel (107) upon receiving the actuating signal from the control unit (134).
The above-described condition is considered in an event of cold start i.e., idle conditions, wherein the temperature of air entering the intake manifold is lower than normal temperature conditions even when the throttle slide (51) is configured to allow the passage of air into the first channel (13) at the predetermined flowrate to dilute the fuel mixture. The air intake module (100) thus helps in optimizing air-fuel mixture received in the intake manifold, and helps in early start of the engine without consuming more fuel or increasing the RPM as compared to conventional air intake modules.
In another embodiment, the first direction is defined by an operative backward direction.
In an embodiment, the actuator (147) is further configured to facilitate the displacement of the plunger (111) in a second direction to restrict the fluid communication between the second channel (105) and the third channel (107) in the absence of the actuating signal from the control unit (134) during normal engine operating conditions.
In still another embodiment, the second direction is defined by an operative forward direction.
In an embodiment, the actuator (147) is configured to gradually displace the plunger (111) in the first direction and the second direction to incrementally decrease or increase the fluid communication between the second channel (105) and the third channel (107) based on the actuating signal received from the control unit (134), thereby optimizing the airflow according to engine operating conditions.
In an embodiment, the actuator (147) is selected from a stepper motor, a solenoid, a rotary actuator, a pulse-width modulation (PWM)-controlled solenoid or a motor, and a vacuum actuator. In a preferred embodiment, the IACV (146) is integrated with a motor operable on pulse-width modulation (PWM) concept and is configured to dynamically regulate the flow of incoming air in response to real-time engine demands, thereby efficiently controlling excess air delivery, and optimizing the performance of the module (100) under various engine load conditions.
In an embodiment, the housing (12) includes a first mounting plate (113) configured to facilitate mounting of the casing (148) on the housing (12) with the help of fasteners (112).
In an embodiment, the mounting plate (113) is integrated with the housing (12). In another embodiment, the casing (148) of the IACV (146) is provided with a flange (145). The flange (145) is configured to be mounted to the mounting plate (113) with the help of fasteners (112) as shown in Figure 1C.
In an embodiment, gaskets or seals are configured to be provided at the interface between the casing (148) and the housing (12) to prevent air leaks.
In an embodiment, the casing (148) of the IACV (146) is configured to align with the second channel (105) and the third channel (107) within the housing (12).
In an embodiment, the casing (148) of the IACV (146) includes an inlet port and an outlet port that are in fluid communication with the second channel (105) and the third channel (107), respectively.
The plunger (111) is configured to be housed within the casing (148) such that the plunger (111) is displaceably received within the housing (12) between the second channel (105) and the third channel (107). The plunger (111) is configured to facilitate fluid communication between the second channel (105) and the third channel (107) by allowing or restricting the fluid flow. Further, the IACV (146) includes a biasing mechanism (149) configured to be positioned within the IACV casing (148) to interact with the plunger (111) and apply a force in a second direction. The primary purpose of the biasing mechanism (149) is to ensure that the plunger (111) returns to a default position when no external actuating force is applied by the actuator (147).
In an embodiment, the biasing mechanism (149) consists of a spring or similar elastic element.
In an embodiment, the plunger (111) is configured with a sealing mechanism to prevent air leakage between the second channel (105) and the third channel (107) when the plunger (111) is in a fully closed position.
In an embodiment, the module (100) is configured to enable modulation of airflow within an adjustable frequency ranging from 20 Hz to 100 Hz and duty cycle ranging from 0% to 100%.
In an embodiment, the second sensor (108) and the IACV (146) is configured to be replaceably mounted on the housing (12) of the air intake module (100).
The principle of working of the air intake module (100) is now explained below as:
The air intake module (100) optimizes airflow and enhances engine performance by precisely regulating the air-fuel mixture based on real-time conditions. It ensures smooth transitions across various engine loads, including engine idle conditions or engine low-load conditions, while supporting advanced engine control and reducing emissions.
In an operative configuration, air enters the air intake module (100) through the air inlet (14) of the first channel (13). The first channel (13) is configured to direct air towards the throttle slide (51). The throttle slide (51) which is positioned perpendicular to the airflow and is linearly displaced based on throttle input, is configured to regulate the volume of air entering the engine. This regulation allows the system to maintain an air-fuel mixture for optimal combustion under normal engine operating conditions.
During the engine idle condition, the throttle slide (51) is in a nearly closed position, allowing only a small amount of air to flow through the first channel (13). As the throttle slide (51) is almost closed, the pressure drop in the first channel is insufficient to draw fuel through the main jet of the float chamber (22) thereby resulting in unstable combustions in the engine. Further, in the engine low load conditions, the throttle slide (51) is positioned slightly higher than in the idle position, allowing more airflow and fuel into the engine than at idle, but still maintaining a low power output.
To address specific operating conditions such as engine idling conditions or low-load scenarios. The module (100) is configured with a secondary bypass air pathway including the second channel (105) and the third channel (107). The second channel (105) is configured to draw air from the air inlet (14) and direct it to the third channel (107), which ultimately communicates with the outlet (15). The third channel (107) ensures that the bypassed air reaches the engine, bypassing the throttle slide (51). This bypass mechanism is critical during engine idle or low-load conditions, where reduced airflow resistance and controlled air delivery are essential to maintain combustion stability and engine efficiency.
The flow of air through the secondary bypass air pathway is regulated by the idle air control valve (IACV) (146). The control unit is configured to control the operations of the IACV (146), by receiving input from the second sensor (108) and the first sensor (10). The second sensor (108) monitors the position of the throttle slide (51) and generates a signal corresponding to its position. This signal provides real-time information about throttle input, allowing the control unit (134) to determine the airflow requirement. Simultaneously, the first sensor (10) is configured to continuously measure the temperature and pressure of the incoming air. These parameters are crucial for understanding the properties of the air entering the module and their impact on combustion efficiency.
The control unit (134) is configured to process the signals from both the second sensor (108) and the first sensor (10) to calculate the exact volume of air that needs to bypass the throttle slide (51). The control unit (134) is configured to consider various factors, including engine load, ambient conditions, and throttle input while calculating the exact volume of air that needs to be bypassed. Once the required bypass airflow is determined, the control unit (134) is further configured to generate the actuating signal for the actuator (147) of the IACV (146). The actuator (147), is configured to displace the plunger (111) within the IACV (146) to control the communication between the second channel (105) and the third channel (107).
During engine idle conditions or low-load conditions, the actuator (147) is configured to move the plunger (111) in the first direction, creating a passage for air to flow from the second channel (105) to the third channel (107). This bypassed air supplements the primary airflow, ensuring a stable air-fuel mixture and preventing engine stalling. The module (100) has the ability to modulate the airflow at adjustable frequencies (20–100 Hz) and duty cycles (0–100%) allowing for precise control, enhancing combustion stability and reducing harmful emissions. In contrast, during normal engine operation, the actuator (147) is configured to retract the plunger (111) in the second direction, restricting the bypass airflow and directing the air exclusively through the throttle-regulated pathway.
The integration of real-time sensor data and advanced control logic enables the module to respond dynamically to varying operating engine conditions. By continuously adjusting the bypass airflow based on environmental factors and engine demands, the module (100) ensures optimal combustion efficiency. This not only enhances engine performance and responsiveness but also minimizes fuel consumption and emissions, supporting compliance with stringent environmental standards.
The working of the module (100) also includes measures to ensure reliability and durability. The plunger (111) is configured to be displaced gradually, to prevent sudden changes in airflow that could disrupt engine performance. Furthermore, use of the biasing mechanism (149) within the IACV (146) ensures that the plunger (111) returns to its default position when no actuating signal is present, maintaining a fail-safe operation.
In an embodiment, the module (100) has the ability to adapt to diverse engine types and fuels, such as petrol or compressed natural gas (CNG), further highlighting its versatility and cost-effectiveness compared to traditional fuel injection systems.
In accordance with a first exemplary embodiment, Figure 3A illustrates a graph showing the effect of the module (100) (i.e., the Idle Air Control Valve (IACV) (146)) with respect to RPM of an IC engine in accordance with the present disclosure. The X-axis represents the five vehicles or distinct test scenarios, while the Y-axis measures the engine's idle speed in terms of RPM (Revolutions Per Minute). The graph differentiates between two conditions: the dotted line labelled "W/O the module (100) (IACV (146))" shows the performance of the engine without the module (100), and the solid line labelled "With the module (100) (IACV (146))" represents the performance with the module (100).
The graph highlights a clear difference in idle RPM stability between engines operating without and with the module (100). In the absence of the module (100), the idle RPM varies significantly across the vehicles. Some test cases show a substantial drop in RPM, falling below 1000 RPM, which can result in engine instability and an increased likelihood of stalling. Conversely, with the module (100) in operation, the idle RPM is consistently maintained at approximately 1300 RPM across all vehicles. This consistency demonstrates that the module (100) effectively enhances the engine's ability to maintain stable idle speeds, even under varying conditions.
The graph of Figure 3A demonstrates the advantages of incorporating the module (100) in the air intake system. Without the module (100), idle RPM fluctuates, which could negatively impact engine performance, particularly during cold starts when maintaining an optimal air-fuel mixture is critical. In contrast, the inclusion of the module (100) minimizes these fluctuations, ensuring smooth and stable engine operation. This improved stability reduces the risk of stalling and enhances the overall reliability and responsiveness of the engine during idle conditions.
In accordance with a second exemplary embodiment, Figure 3B illustrates a graph showing the effect of the module (100) (i.e., the Idle Air Control Valve (IACV) (146)) with respect to the number of starts on ES on multiple engines in accordance with the present disclosure. The X-axis represents five different vehicles or test cases, while the Y-axis indicates the number of engine start attempts required for the engine to successfully start. The graph distinguishes between two performance scenarios: the dotted line labelled "W/O module (100) (IACV)" represents the performance of vehicles without the IACV (146), while the solid line labelled "With module (100) (IACV)" shows the performance with the module (100) integrated with the system.
The graph reveals a significant variation in the number of engine start attempts required by an engine without the module (100). In these cases, the engines require more than two attempts to be successfully started, indicating inconsistent start-ability. This inconsistency can be attributed to the inability of traditional systems to precisely regulate the air-fuel mixture during the critical start phase, especially under varying conditions such as cold weather. In contrast, the performance of the engines equipped with the module (100) is significantly consistent. More specifically, the engine was started successfully on the first attempt. This indicates that the module (100) significantly enhances the engine's ability to regulate airflow during starting conditions, ensuring reliable and prompt engine ignition.
One of the most critical benefits observed with the module (100) is its positive impact on engine start performance during cold conditions. Without the IACV (146), repeated start attempts may be necessary due to improper air-fuel mixture regulation during cold starts. However, the integration of the module (100)addresses this issue by dynamically adjusting airflow based on real-time data, allowing for optimal air-fuel mixing. As a result, the module (100) significantly improves the reliability of engine starts during cold conditions, eliminating the need for multiple attempts and reducing strain on the vehicle's starting system.
In accordance with a third exemplary embodiment, Figure 3C illustrates the graph depicting the relationship between airflow (in kg/hr) through the module (100) (i.e., through the Idle Air Control Valve (IACV) (146)) and the frequency and duty cycle of the valve. X-axis represents the input signal to the module (100), which is typically controlled through pulse-width modulation (PWM). This signal ranges from "IDLE," the lowest setting, to 100%, which corresponds to the maximum duty cycle or frequency. Y-axis indicates the amount of air flowing through the module (100), measured in kilograms per hour.
The curves or lines in the graph, depicted as solid, dashed, and dotted lines represent airflow measurements under varying conditions or calibration scenarios. These differences could arise from changes in operating environments, valve configurations, or testing parameters. Despite these variations, the lines remain closely aligned, demonstrating consistency in the module (100)performance across different conditions. As observed, the airflow increases with rising frequency and duty cycle. At lower ranges, this increase follows a near-linear pattern, indicating the module’s (100) sensitivity to small changes in the input signal. However, as the duty cycle approaches its maximum value (approximately 100%), the airflow begins to plateau around ~4.7 kg/hr. This plateau reflects the saturation point of the valve, where further increases in input signal yield minimal changes in airflow.
At lower duty cycles near idle, the airflow exhibits heightened sensitivity to small input changes, resulting in a steep initial rise. Conversely, at higher duty cycles, the response becomes less sensitive, emphasizing the saturation effect. This pattern underscores the module’s (100) ability to regulate airflow dynamically and effectively under varying operational scenarios.
The graph as shown in Figure 3C highlights the module (100) capability to modulate airflow efficiently and predictably, making it well-suited for modern engine applications. The module (100)consistent performance and responsiveness to input signals demonstrate its reliability and adaptability, essential features for precise control in advanced engine systems.
According to the exemplary embodiments, the module (100) improves engine efficiency and reduces emissions. The module (100) also helps in reducing cold-start carbon monoxide (CO) emissions by 15% to 20%, which helps meet environmental and regulatory standards.
In terms of cost, the module (100) is a more affordable option compared to traditional Fuel Injection (FI) systems. The module (100) reduces costs by saving 55% to 65%. It is also easy to handle and maintain, making it an attractive choice for manufacturers and vehicle owners looking to reduce expenses.
The module (100) is highly versatile and works with different engine types and propulsion systems. For two-wheelers, it can act as a "Limp Home" system, providing a reliable backup during emergencies for both petrol and CNG engines. Its adaptability makes it useful across a wide range of vehicles and applications.
Overall, the air intake module (100) improves engine efficiency, reduces emissions, and is a cost-effective alternative to traditional systems. It supports various engine types, fuels (petrol and CNG), and even functions as an emergency system, making it a practical and user-friendly solution for manufacturers and vehicle owners.
The foregoing description of the embodiments has been provided for purposes of illustration and not intended to limit the scope of the present disclosure. Individual components of a particular embodiment are generally not limited to that particular embodiment, but, are interchangeable. Such variations are not to be regarded as a departure from the present disclosure, and all such modifications are considered to be within the scope of the present disclosure.
TECHNICAL ADVANCEMENTS
The present disclosure described hereinabove has several technical advantages including, but not limited to an air intake module, that;
• enhances engine performance and efficiency by enabling real-time modulation of airflow using advanced sensor data to optimize combustion and engine performance under diverse operating scenarios;
• addresses the deficiency of existing air intake modules by incorporating adaptive airflow control, delivering extra air during variable load and idle conditions based on Engine Control Unit (ECU) inputs and considering ambient pressure and temperature conditions;
• enables the delivery of extra air from idle to other optimization points through advanced ECU feedback, improving engine response, power output, and smooth transitions across different operating conditions;
• minimizes harmful emissions, particularly during cold starts, by precisely regulating the air-fuel mixture to comply with stringent emission standards without compromising engine efficiency;
• provides flexibility and compatibility for integration with internal combustion engines running on petrol, compressed natural gas (CNG), or other fuels, applicable to vehicles and stationary engines;
• improves cost-effectiveness by serving as an alternative to traditional fuel injection systems, reducing production and maintenance costs while maintaining high performance;
• simplifies the configuration and assembly process, thereby reducing manufacturing complexity and associated expenses;
• supports advanced engine management systems by leveraging sensor inputs and ECU feedback to deliver intelligent airflow adjustments, enabling precise engine control and diagnostics;
• enhances engine durability by optimizing operational parameters to prevent overloading or inefficient combustion, ensuring long-term functionality and reduced susceptibility to wear and tear;
• features a compact, lightweight, and optimized layout that integrates seamlessly with diverse engine architectures without increasing space requirements while maintaining operational efficiency; and
• incorporates robust components to ensure reliability under demanding operational conditions, contributing to lower maintenance requirements and enhanced system longevity.
The foregoing disclosure has been described with reference to the accompanying embodiments which do not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration. The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Any discussion of devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation. ,CLAIMS:WE CLAIM:
1. An air intake module (100) of an engine having an intake manifold provided with a first sensor (10) for continuously monitoring the temperature and pressure parameters of air entering the intake manifold, the first sensor (10) being configured to generate a first sensed signal, said air intake module (100) comprising:
• a float chamber (22) configured to receive fuel;
• a housing (12) mounted on said float chamber to receive fuel therefrom, said housing (12) including:
o a first channel (13) having an air inlet (14) configured at a first end thereof in fluid communication with the intake manifold for receiving air, and an outlet (15) configured at a second end thereof in fluid communication with the engine for delivering an air-fuel mixture thereto;
o a second channel (105) configured in fluid communication with said air inlet (14) to receive air therefrom,
o a third channel (107) configured in said housing (12), said third channel (107) configured to fluidly communicate with said second channel (105) to receive air therefrom, and with said outlet (15);
• a throttle slide (51) positioned within said first channel (13) perpendicular to said air inlet (14), said throttle slide (51) being configured to be linearly displaced to allow passage of air at a predetermined flowrate into said first channel (13);
• a second sensor (108) mounted on said housing (12), said second sensor (108) configured to sense the position of said throttle slide (51), and further configured to generate a second sensed signal;
• a control unit (134) configured to communicate with the first sensor (10) and said second sensor (108) to receive said first sensed signal and said second sensed signal therefrom, and generate an actuating signal; and
• an idle air control valve (IACV) (146) configured to be connected to said housing (12), said IACV (146) having a plunger (111) configured to be displaceably received within said housing (12) between said second channel (105) and said third channel (107), said plunger (111) configured to be displaced in an operative first direction in response to said actuating signal to facilitate fluid communication between said second channel (105) and said third channel (107) to enable passage of air to said outlet (15) bypassing said throttle slide (51), in an event of engine idle condition or engine low-load conditions.
2. The module (100) as claimed in claim 1, wherein said IACV (146) includes:
• a casing (148) mounted on said housing (12), and
• an actuator (147) provided in said casing (148), said actuator (147) configured to be connected to said plunger (111), said actuator (147) configured to receive said actuating signal, and further configured to facilitate linear displacement of said plunger (111), in response to said actuating signal, in said first direction to facilitate the fluid communication between said second channel (105) and said third channel (107).
3. The module (100) as claimed in claim 2, wherein said first direction is defined by an operative backward direction.
4. The module (100) as claimed in claim 2, wherein said actuator (147) is configured to facilitate the displacement of said plunger (111) in a second direction to restrict fluid communication between said second channel (105) and said third channel (107), in the absence of said actuating signal during normal engine operating conditions.
5. The module (100) as claimed in claim 4, wherein said second direction is defined by an operative forward direction.
6. The module (100) as claimed in claim 1, wherein said control unit (134) is configured to calculate the amount of air required to be bypassed during engine idle condition or engine low-load condition based on said first sensed signal and said second sensed signal to generate said actuating signal.
7. The module (100) as claimed in claim 4, wherein said actuator (147) is configured to facilitate gradual displacement of said plunger (111) in said first and second directions.
8. The module (100) as claimed in claim 2, wherein said housing (12) includes a first mounting plate (113) configured to facilitate mounting of said casing (148) on said housing (12) with the help of fasteners (112).
9. The module (100) as claimed in claim 1, wherein said housing (12) includes a second mounting plate (115) configured to facilitate mounting of said second sensor (108) on said housing (12) with the help of fasteners (110).
10. The module (100) as claimed in claim 1, wherein said second sensor (108) is a throttle position sensor (TPS) selected from a group consisting of a potentiometric TPS, a Hall-effect TPS, a non-contact inductive TPS, a capacitive TPS, and an optical TPS.
11. The module (100) as claimed in claim 2, wherein said actuator (147) is selected from a stepper motor, a solenoid, a rotary actuator, a pulse-width modulation (PWM)-controlled solenoid, and a vacuum actuator.
12. The module (100) as claimed in claim 1, wherein said module (100) is configured to enable modulation of airflow within an adjustable frequency ranging from 20 Hz to 100 Hz and a duty cycle ranging from 0% to 100%.

Dated this 06th Day of February 2025

_______________________________
MOHAN RAJKUMAR DEWAN, IN/PA – 25
OF R. K. DEWAN & CO.
AUTHORIZED AGENT OF APPLICANT