Throttle Replacing Device

Abstract

A compressor like unit which can be attached to an internal combustion engine controls the amount of the air mass that passes through its cylinder to the internal combustion engine based on the engine load condition requirement at a given time replacing this way the throttle device function and creating thus a throttle-less internal combustion engine. The compressor can be built in different ways and can function as one or multiple units attached directly to the engine through its crankshaft or a gear box or by other means.

Claims

1. A compressor type device that controls an amount of an inducted air mass in the internal combustion engine based on an engine load requirement, thereby replacing a throttle device function in the internal combustion engine, wherein the compressor device comprising: one or more compressor cylinders, wherein each cylinder has a cylinder volume, a top cover and a top dead center (TDC), a bottom hole and a bottom dead center (BDC), and wherein each cylinder contains an axially reciprocating piston mechanically connected to a crankshaft through a connecting rod with a pin, and wherein each compressor cylinder is connected to the internal combustion engine directly or through a gear box to an engine crankshaft, and wherein each compressor cylinder executes an intake process during which the piston moves axially from the TDC of angular crankshaft rotation position toward the BDC of angular crankshaft rotation position of the compressor cylinder and draws the amount of the inducted air mass required by the internal combustion engine to produce a maximal power proportionally, and wherein the intake process is followed by a purge process during which the piston moves upwards from the BDC towards the TDC, so that an excess of the inducted air mass is purged or expelled from the compressor cylinder as the piston moves axially toward the TDC, and wherein the purge process is followed by a discharge process as the piston approaches the TDC, during which discharge process a remainder of the inducted air mass in the compressor cylinder is sent to the internal combustion engine based on the engine load requirement at that moment.

2. A compressor type device according to claim 1, further comprising one or more intake air valve(s), one or more purge air valve(s), and one or more discharge air valve(s), wherein the intake air valve(s) control the intake process, and the purge air valve(s) control the purge process, and the discharge air valve(s) control the discharge process.

3. A compressor type device of claim 1, further comprising one or more intake air valve(s) and one or more discharge valve(s), wherein the intake air valve(s) control the intake process and the discharge air valve(s) control the discharge process.

4. A compressor type device unit of claim 1 that controls the amount of an air mass in its compressor cylinder(s) during its intake process for the purpose of replacing throttle function in an internal combustion engine.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0020] FIG. 1 which includes FIG. 1a and FIG. 1b is a diagram illustrating the compressor unit that replaces the throttle device in an internal combustion engine. It shows the major elements of the compressor including its three valves. The compressor can be connected to the internal combustion engine through its crankshaft directly attached to the engine crankshaft or through a gear box. FIG. 1a shows also the portions of crankshaft rotation angle of the compressor's all three valves operation.

[0021] FIG. 2 which includes FIG. 2a and FIG. 2b, shows the operation of the “Intake Air” valve 8 only. So the “Intake Air” valve 8 is operated by opening at approximate 0° and closing at approximate past 180° to around 190° or more depending on the compressor design and on the air mass temperature and its inertia.

[0022] FIG. 3 (FIG. 3a and FIG. 3b) shows the operation of the “Purge Air Excess” valve 10 only which is opened at approximate 180° and closed in between 180° and 320° depending on engine load.

[0023] FIG. 4 (FIG. 4a and FIG. 4b) shows an alternative case of the “Purge Air Excess” valve 10 which can open much earlier than 180° and close still in between 180° and 320° depending on engine load.

[0024] FIG. 5 (FIG. 5a and FIG. 5b) shows the operation of the “Discharge Air Mass” valve 9 only which is opened in between 180° and 320° and it is closed at approximate 360° depending on engine load.

[0025] FIG. 6 (FIG. 6a and FIG. 6b) shows a compressor unit which operation controls the amount of the air mass by manipulating the operation of the “Intake Air” valve 8 which opens at 0° and closes it in between 40° and 320° of crankshaft rotation angle.

[0026] Although the preferred embodiments of the present invention have been disclosed for illustrative purposes, those skilled in the art will appreciate that many additions, modifications and substitutions are possible, without departing from the scope and spirit of the present invention as defined by the accompanying claims.

[0027] As used hereinabove and in the following claims, the term Top Dead Center (TDC) means the piston's closest position to the cylinder head, and the term Bottom Dead Center (BDC) means the piston's farthest position from the cylinder head.