A head cover structure (45) for an internal combustion engine (1) comprises a head cover (4) connected to a cylinder head (3), and an auxiliary cover (44) connected to the head cover and defining a gas-liquid separation passage (74) jointly with the head cover, the gas-liquid separation passage being communicated with a crankcase chamber (11) of the internal combustion engine, and configured to separate lubricating oil from a crankcase gas drawn from the crankcase chamber, wherein the auxiliary cover is integrally formed with an intake pipe (49) internally defining a part of an intake passage (20) of the internal combustion engine, and the auxiliary cover internally defines a crankcase gas introduction passage (63) communicating the gas-liquid separation passage with an interior of the intake pipe.

A centrifugal degasser of an air-oil mixture of a turbine engine includes a hollow shaft extending along an X axis and a pinion for rotating the hollow shaft, and an annular chamber for centrifugal separation of the mixture. The chamber is arranged around the hollow shaft and forms a fluid passage area, an inlet of which is oriented axially for feeding the chamber with the mixture, and a first outlet of which is oriented radially inwards for the outlet of the de-oiled air separated from said mixture. The chamber also includes at least one second oil outlet oriented radially outwards and configured for discharging the oil separated from said mixture to the outside of the degasser. The chamber and the pinion form a single piece.

A centrifugal degasser of an air-oil mixture of a turbine engine includes a hollow shaft extending along an X axis and a pinion for rotating the hollow shaft, and an annular chamber for centrifugal separation of the mixture. The chamber is arranged around the hollow shaft and forms a fluid passage area, an inlet of which is oriented axially for feeding the chamber with the mixture, and a first outlet of which is oriented radially inwards for the outlet of the de-oiled air separated from said mixture. The chamber also includes at least one second oil outlet oriented radially outwards and configured for discharging the oil separated from said mixture to the outside of the degasser. The chamber and the pinion form a single piece.

This oil return structure is provided with a flow passage body configured to return oil into an engine body which communicates with an oil storage section of the engine, the oil having been separated from a blow-by gas by an oil separation means. The upstream end of the flow passage body is connected to the oil separation means, at least a portion of the downstream side of the flow passage body protrudes into the engine body from the inner wall thereof, and an oil discharge opening at tire downstream end of the flow passage body is disposed at a position not immersed in oil within the oil storage section.

This oil return structure is provided with a flow passage body configured to return oil into an engine body which communicates with an oil storage section of the engine, the oil having been separated from a blow-by gas by an oil separation means. The upstream end of the flow passage body is connected to the oil separation means, at least a portion of the downstream side of the flow passage body protrudes into the engine body from the inner wall thereof, and an oil discharge opening at tire downstream end of the flow passage body is disposed at a position not immersed in oil within the oil storage section.

An intake manifold 10 includes: a surge tank 11 that is connected on an upstream side thereof to a throttle valve 13; multiple branch pipes 12 that are arranged side by side in a longitudinal direction of the surge tank 11 and respectively connected to cylinders; and a PCV chamber 15 that is provided upstream of a central part in the longitudinal direction of the surge tank 11. The intake manifold includes: a blowby gas introduction port 16g that is designed to introduce blowby gas into the PCV chamber 15; and a blowby gas exhaust port 16f that is designed to discharge the blowby gas from the PCV chamber 15 into the surge tank 11, and the blowby gas exhaust port 16f is located at a position higher than the blowby gas introduction port 16g.

An intake manifold 10 includes: a surge tank 11 that is connected on an upstream side thereof to a throttle valve 13; multiple branch pipes 12 that are arranged side by side in a longitudinal direction of the surge tank 11 and respectively connected to cylinders; and a PCV chamber 15 that is provided upstream of a central part in the longitudinal direction of the surge tank 11. The intake manifold includes: a blowby gas introduction port 16g that is designed to introduce blowby gas into the PCV chamber 15; and a blowby gas exhaust port 16f that is designed to discharge the blowby gas from the PCV chamber 15 into the surge tank 11, and the blowby gas exhaust port 16f is located at a position higher than the blowby gas introduction port 16g.

Apparatuses, systems and methods for utilizing crankcase compression air to effect forced air induction (i.e. boost) into the combustion chamber of an internal combustion engine is provided. In some embodiments, the apparatuses are a supercharger apparatus that is attached to an existing engine. In other embodiments, the supercharger components are located within the structure of a novel engine itself. An embodiment of the apparatus includes a conduit that includes three inlets: 1) an inlet that is capable of being placed in fluidic communication with the crankcase chamber of an engine; 2) an inlet that is capable of being placed in fluidic communication with an intake to a combustion chamber of the engine; and 3) an inlet in fluidic communication with the atmosphere.

Apparatuses, systems and methods for utilizing crankcase compression air to effect forced air induction (i.e. boost) into the combustion chamber of an internal combustion engine is provided. In some embodiments, the apparatuses are a supercharger apparatus that is attached to an existing engine. In other embodiments, the supercharger components are located within the structure of a novel engine itself. An embodiment of the apparatus includes a conduit that includes three inlets: 1) an inlet that is capable of being placed in fluidic communication with the crankcase chamber of an engine; 2) an inlet that is capable of being placed in fluidic communication with an intake to a combustion chamber of the engine; and 3) an inlet in fluidic communication with the atmosphere.

A fluid management system, or flow control system, for an automotive propulsion system is provided. The system includes a housing defining a sump configured to collect a volume of liquid and gaseous fluid and a pump configured to pump fluid from the sump. The pump defines a pump inlet and a pump outlet. A conduit is in fluid communication with the pump outlet. A passive valve is disposed within the conduit, the conduit defining a conduit outlet downstream of the passive valve, and the conduit further defining an orifice between the pump and the passive valve. The passive valve allows hydraulic fluid to flow past the valve, while substantially preventing air from flowing past the passive valve. The air is instead bled out through the orifice, along with some of the hydraulic fluid.