Note: Descriptions are shown in the official language in which they were submitted.
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TITLE
INTAKE AIR SYSTEMS AND COMPONENTS
CROSS-REFERENCES TO RELATED APPLICATIONS
[0001] This application is a continuation-in-part application of U.S. patent
application no. 16/168,984, filed October 24, 2018, which claims the benefit
of
U.S. Provisional Application No. 62/687,461, filed June 20, 2018, U.S.
Provisional
Application No. 62/697,072, filed July 12, 2018, U.S. Provisional Application
No.
62/678,460, filed May 31, 2018, U.S. Provisional Application No. 62/616,601,
filed
January 12, 2018, U.S. Provisional Application No. 62/598,045, filed December
13,
2017, U.S. Provisional Application No. 62/577,965, filed October 27, 2017, and
U.S. Provisional Application No. 62,577,423, filed October 26, 2017.
BACKGROUND OF THE INVENTION
Field of the Invention
[0002] This invention relates to components, and systems arranged from such
components, for introducing outside air to an internal combustion engine.
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Description of the Related Art
[0003] The guidance and conditioning of ambient air from the atmosphere to the
combustion regions or chambers of an internal combustion engine can be carried
out in different ways, often with the goal of influencing engine performance
characteristics. For example, some internal combustion engines compress the
intake air prior to introduction to the combustion regions or chambers. In the
case
of internal combustion engines having components that reciprocate in
cylindrical
spaces to convert energy released in combustion to rotational torque, this is
done to
increase the amount of air in the cylinders on combustion, which can yield
increased pressure on the power stroke relative to the case where the engine
is
naturally aspirated, and can in turn increase engine power and engine thermal
efficiency. The process of compressing the intake air of internal combustion
engines is sometimes referred to as supercharging, in the case where
crankshaft
mechanical power is utilized to run an air compressor, or turbocharging, in
the case
where exhaust gas is fed to a gas turbine that is coupled to run an air
compressor.
[0004] Whether supercharging or turbocharging is used, compressing the intake
air
can cause the air to rise in temperature. For a given air pressure, such a
rise in
temperature will reduce air density per unit volume of air. As a result, the
amount
of air introduced to a cylinder, while greater than if natural aspiration were
relied
upon, is less than would be the case were the intake air at a lower
temperature.
[0005] To cool the compressed air prior to introduction to the cylinder, a
heat
exchanger is sometimes placed in the intake air stream between the air
compressor
and the intake manifold. While desirably reducing intake air temperature,
placement of a heat exchanger can be a challenge in the limited space of a
vehicle
engine compartment, as can be the routing of the necessary air ducts and
cooling
fluid circuits. Thus the introduction of a heat exchanger, sometimes referred
to as
an intercooler, can result in complex plumbing arrangements that can make
service
difficult, be costly and cause frictional losses.
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[0006] Also in an effort to affect engine performance characteristics, the
shape and
length of the air passage leading to the cylinders are varied. Such design
changes
can be relatively difficult to implement, particularly on an aftermarket
basis.
SUMMARY OF THE INVENTION
[0007] The present invention features plural inter-cooperative intake air
system
components that can be assembled and interchanged with relative ease to yield
such
varying engine performance characteristics as the user may choose.
[0008] In particular, the intake air system of the present invention includes
an
intercooler design that is compact and modular, allowing the simple
utilization of
air inlets and air outlets of different design, in accordance with engine
configuration. The compactness of the intercooler design disclosed herein
additionally offers the potential to substantially increase the volume of
cooling
capacity through the optional use of multiple intercoolers, which can be
positioned
in a relatively small space in the engine compartment or even appurtenant to
the
engine itself, to thereby further improve engine performance.
[0009] Thus in one aspect, the present invention is directed to an intercooler
that
comprises a rectangular heat exchanger core for cooling air with a liquid, the
heat
exchanger core having a first face for entry of uncooled air and a second
opposing
face for exit of cooled air. A first rectangular intercooler mounting flange
structure
is secured to the periphery of the first face of the heat exchanger core and a
second
intercooler rectangular mounting flange structure is secured to the periphery
of the
second face of the heat exchanger core, where the first rectangular
intercooler
mounting flange structure and the second rectangular intercooler mounting
flange
structure have approximately the same size and geometry, and the first
rectangular
intercooler mounting flange structure and the second rectangular intercooler
mounting flange structure have substantially identical plural spaced-apart
symmetrically distributed bolt apertures. The first rectangular intercooler
mounting
flange structure comprises a first L-shaped core mounting flange and a second
L-
shaped core mounting flange, the second rectangular intercooler mounting
flange
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structure comprises a third L-shaped core mounting flange and a fourth L-
shaped
core mounting flange, and the first L-shaped core mounting flange, the second
L-
shaped mounting flange, the third L-shaped mounting flange and the fourth L-
shaped core mounting flange all have approximately the same size and geometry.
[0010] In another aspect, the present invention is directed to an air
distribution
system for an internal combustion piston engine having a first row of at least
two
cylinders inclined relative to a vertical plane, a second row of at least two
cylinders
inclined relative to the vertical plane, and where the two rows of cylinders
form a V
configuration with the vertical plane being approximately equidistant between
the
two rows. The air distribution system includes an air distribution tray
adapted for
mounting to the engine between the first and second row of cylinders, where
the air
distribution tray has a planar perimeter defining a horizontal plane and
plural outlet
ports, the plural outlet ports are disposed in an alternating staggered
relationship
about a longitudinal plane perpendicular to the horizontal plane, each of the
plural
outlet ports is adapted for connection to a respective air intake port of the
cylinders
of the internal combustion engine, and the air distribution tray is configured
so that
the planar perimeter of the air distribution tray is above both the engine and
the
outlet ports when the air distribution system is mounted to the engine and the
plural
outlet ports are connected to the air intake ports of the cylinders. The air
distribution tray includes plural distribution channels configured to be below
the
planar perimeter when the air distribution tray is mounted to the engine,
where each
distribution channel generally is concavely curved about a longitudinal axis
located
in the longitudinal plane and is bounded by a first end and a second end, with
the
first end of each of the plural distribution channels coupled to a respective
one of
the plural outlet ports and the second end being longitudinally offset from
the first
end, and with the distribution channel shaped to trace approximately a
serpentine
path in the horizontal plane along its length between the first end and the
second
end.
[0011] The air distribution system additionally includes an air passage
closure tray
fitted in a mating relationship with the air distribution tray, where the air
passage
closure tray includes plural closure channels, each of which is equal to or
shorter in
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length than, and concavely curved and shaped to engage in a mating
relationship
with, a respective one of the plural distribution channels, to form plural
concavely
curved closed air conduits that are configured to be below the planar
perimeter
when the air distribution system is mounted to the engine. Each of the plural
closure channels has a third end terminating in a conduit inlet port and a
fourth end
communicating with a respective outlet port of the air distribution tray, and
each of
the plural closed air conduits is adapted to draw air from a common air region
above the conduit inlet ports when the air distribution system is mounted to
the
engine, with adjacent pairs of the plural closed air conduits configured to
provide
alternating opposing air flow paths from their respective conduit inlet ports
to the
respective outlet ports with which they communicate.
[0012] These and other aspects of the present invention are described in the
drawings annexed hereto, and in the description of the preferred embodiments
and
claims set forth below.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] Figure 1 is a perspective view of an engine utilizing an upward flow
air
intake arrangement in accordance with the present invention.
[0014] Figure 2 is a perspective view of an engine utilizing a downward flow
air
intake arrangement in accordance with the present invention.
[0015] Figure 3 is a perspective view of the intercooler utilized in the
present
invention.
[0016] Figure 4 is an exploded perspective view of the intercooler utilized in
the
present invention.
[0017] Figure 5 is a perspective view of a single channel air inlet utilized
in the
upward flow configuration of the present invention.
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[0018] Figure 6 is a view of the single channel air inlet shown in Figure 5
which is
sectioned on geometrical plane 305-2B and viewed as shown by section line 2B-
2B'.
[0019] Figure 7 is a view of the single channel air inlet shown in Figure 5
which is
sectioned on geometrical plane 305-2C and viewed as shown by section line 2C-
2C'.
[0020] Figure 8 is a perspective view of the single channel air inlet shown in
Figure 5 and its inlet seal assembly.
[0021] Figure 9 is a front view of the single channel air inlet shown in
Figure 5.
[0022] Figure 10 is a perspective view of an air outlet utilized in the upward
flow
configuration of the present invention.
[0023] Figure 11 is a view of the air outlet shown in Figure 10 sectioned on
geometrical plane 305-4B and viewed as shown by section line 4B-4B'.
[0024] Figure 12 is a view of the air outlet shown in Figure 10 sectioned on
geometrical plane 305-4C and viewed as shown by section line 4C-4C'.
[0025] Figure 13 is a perspective view of the air outlet shown in Figure 10
and its
outlet seal assembly.
[0026] Figure 14 is a perspective view of a dual channel air inlet utilized in
the
upward flow configuration of the present invention.
[0027] Figure 15 is a view of the dual channel air inlet shown in Figure 14
which
is sectioned on geometrical plane 305-3B and viewed as shown by section line
3B-
3B1.
[0028] Figure 16 is a view of the dual channel air inlet shown in Figure 14
which
is sectioned on geometrical plane 305-3C and viewed as shown by section line
3C-
3C'.
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[0029] Figure 17 is a side view of the dual channel air inlet shown in Figure
14.
[0030] Figure 18 is a front view of the dual channel air inlet shown in Figure
14.
[0031] Figure 19A is an exploded perspective view of a first upward flow air
intake system arrangement option of the present invention.
[0032] Figure 19B is an assembled perspective view of a first upward flow air
intake system arrangement option of the present invention.
[0033] Figure 19C is an assembled perspective view of a second upward flow air
intake system arrangement option of the present invention.
[0034] Figure 19D is an assembled perspective view of a third upward flow air
intake system arrangement option of the present invention.
[0035] Figure 20 is a perspective view of an air inlet utilized in the
downward flow
configuration of the present invention.
[0036] Figure 21 is an end view of the air outlet shown in Figure 20 on
geometrical
plane 410-5A and viewed as shown by section line 5A-5A'.
[0037] Figure 22 is a view of the air outlet shown in Figure 20 sectioned on
geometrical plane 410-5B and viewed as shown by section line 5B-5B'.
[0038] Figure 23 is a view of the air outlet shown in Figure 20 sectioned on
geometrical plane 410-5C and viewed as shown by section line 5C-5C'.
[0039] Figure 24 is a perspective view of the air inlet shown in Figure 20 and
its
seal assembly.
[0040] Figure 25A is an exploded perspective view of an air distribution tray
and
air passage closure tray utilized in the downward flow configuration of the
present
invention, Figure 25B is the same exploded perspective view depicting the
geometrical planes used for reference herein, Figure 25C is an underside
perspective view of the air distribution tray depicted in Figures 25A and 25B,
and
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Figure 25D is an underside perspective view of the air passage closure tray
depicted
in Figures 25A and 25B.
[0041] Figure 26A is a section view of a select air distribution channel in
the air
distribution tray utilized in the downward flow configuration of the present
invention.
[0042] Figure 26B is a longitudinal section view of the air distribution tray
utilized
in the downward flow configuration of the present invention.
[0043] Figure 27 is a plan view of the air distribution tray utilized in the
downward
flow configuration of the present invention.
[0044] Figure 28A is a perspective section view of a select closed air conduit
of an
assembled air distribution tray and air passage closure tray utilized in the
downward flow configuration of the present invention.
[0045] Figure 28B is a longitudinal section view of the air passage closure
tray,
shown in Figure 29, utilized in the downward flow configuration of the present
invention, and Figure 28C is a longitudinal section view of that air passage
closure
tray nested within an air distribution tray, as shown in Figure 26B.
[0046] Figure 29 is an exploded perspective view of an air distribution tray
and air
passage closure tray forming upon assembly closed air conduits of maximal
length,
which is utilized in the downward flow configuration of the present invention.
[0047] Figure 30 is an exploded perspective view of an air distribution tray
and air
passage closure tray forming upon assembly closed air conduits of minimal
length,
which is utilized in the downward flow configuration of the present invention.
[0048] Figure 31A is a conceptual exploded perspective view of a first
downward
flow air intake arrangement option of the present invention, Figure 31B is an
assembled perspective view of the first downward flow air intake arrangement
option of the present invention, and Figure 31C is a perspective view of an
engine
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utilizing the first downward flow air intake arrangement option of the present
invention.
[0049] Figure 31D is an assembled perspective view of a second downward flow
air intake arrangement option of the present invention.
[0050] Figure 31E is an assembled perspective view of a third downward flow
air
intake arrangement option of the present invention.
[0051] Figure 31F is an exploded perspective view of a fourth downward flow
air
intake arrangement option of the present invention, and Figure 31G is an
assembled
perspective view of the fourth downward flow air intake arrangement option of
the
present invention.
[0052] Figure 32 is a plan view of an air column contained within a maximal
length air conduit.
[0053] Figure 33A depicts a column of air contained within a closed air
conduit of
maximal length, viewed in the longitudinal direction, Figure 33B depicts a
column
of air contained within a closed air conduit of medium length, viewed in the
longitudinal direction, and Figure 33C depicts a column of air contained
within a
closed air conduit of minimal length, viewed in the longitudinal direction.
DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS
[0054] The components of the present invention are preferably utilized in
conjunction with V-style reciprocating internal combustion engines; i.e.,
engines
having two cylinder banks of at least two cylinders each, each bank arranged
in a
row inclined from the vertical so as to form a "V", including V-4 engines, V-6
engines, V-8 engines, V-12 engines, V-16 engines, etc.
[0055] The components of the present invention can be selected and arranged to
provide an upward flow (i.e., updraft) air intake configuration, or a downward
flow
(i.e., downdraft) air intake configuration. In an upward flow/updraft air
intake
configuration, intake air that has been compressed (preferably by one or more
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turbochargers) is drawn into the intake system upwardly, away from the engine,
through one or more intercoolers 300 and then redirected to an engine intake
manifold, for distribution to the cylinders. In a downward flow/downdraft air
intake configuration, ambient or compressed intake air is drawn into the
intake
system downwardly, toward the engine, optionally through one or more
intercoolers 300, and then directed through a particular air distribution
system
described herein (air distribution tray 720, described below), for
distribution to the
cylinders. Exhaust manifolds and associated components, turbochargers, exhaust
gas routing circuits, and turbocharger exhaust and air circuits that can be
utilized in
conjunction with the intake air systems and components of the present
invention are
described in U.S. Patent Application No. 16/168,984, entitled "Customizable
Engine Air Intake/Exhaust Systems," filed on October 24, 2018 and having the
same inventors as the subject application. The contents of U.S. Patent
Application
No. 16/168,984 are hereby incorporated by reference as if fully set forth
herein,
including descriptions of the aforementioned exhaust manifolds and associated
components, turbochargers, exhaust gas routing circuits, and turbocharger
exhaust
and air circuits, found for example at paragraphs 55-71, 77-122 and 179-186,
and
Figures 1-12 and 33, among others, of U.S. Patent Application No. 16/168,984.
[0056] Figure 1 depicts an exemplary engine 700 utilizing air intake system
components of the present invention selected and arranged to provide an upward
flow configuration, and Figure 2 depicts an exemplary engine 700 utilizing air
intake system components of the present invention selected and arranged to
provide
a downward flow configuration. The components of the present invention, when
selected and arranged to define an upward flow configuration, lend themselves
to
use in conjunction with either the stock engine intake manifold or aftermarket
intake manifolds. Alternatively, an air distribution tray 720 as described
herein can
be utilized in lieu of stock engine intake manifolds or aftermarket intake
manifolds, in which case the components of the present invention can be
selected
and arranged to provide a downward flow configuration. The downward flow
configuration is characterized by a lower overall engine height, and even
greater
customization options, than are available with the components of the present
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invention selected and arranged in an upward flow configuration. The
particular
engine 700 shown in Figures 1 and 2 is an LS3 model 6.2 liter displacement
small
block V-8 engine, with fuel injection (marketed by General Motors Company).
[0057] Figures 1 and 2 as well as other figures depict a reference arrow 920.
Where arrow 920 is presented in a figure showing a component or components in
isolation from engine 700, it is assumed that the orientation of that
component or
those components when secured to engine 700 is with their respective arrows
920
aligned and pointing in the same direction, unless stated otherwise. Also in
Figures
1 and 2, the ground is parallel to a horizontal plane 106 that intersects a
vertical
reference plane 104 along crankshaft centerline 701. In the case of V-8
engines
mounted in a conventional upright orientation, as depicted in Figures 1 and 2,
vertical reference plane 104 is equidistant between the cylinder banks. Any
horizontal line contained in this vertical reference plane 104 that is also
oriented
parallel to the ground defines the longitudinal direction in Figures 1 and 2.
A
geometrical plane (not shown in Figure 1 or 2) perpendicular to vertical
reference
plane 104 and orthogonal to crankshaft centerline 701 may be referred to as a
transverse plane, and any horizontally-oriented direction in a transverse
plane may
be referred to as a transverse direction.
Upward Flow Configuration
[0058] The principal components of an air intake system of the present
invention
utilizing an upward flow (updraft) configuration are intercooler 300, single
channel
air inlet 320 or dual channel air inlet 340 (depending on whether one
turbocharger
or two turbochargers are used) and air outlet 360, each described below.
Specifics
regarding intercooler 300, single channel air inlet 320, dual channel air
inlet 340
and air outlet 360 are described in U.S. Patent Application No. 16/168,984,
entitled
"Customizable Engine Air Intake/Exhaust Systems," filed on October 24, 2018
and
having the same inventors as the subject application. The contents of U.S.
Patent
Application No. 16/168,984 are hereby incorporated by reference as if fully
set
forth herein, including descriptions of the aforementioned intercooler 300,
single
channel air inlet 320, dual channel air inlet 340 and air outlet 360, found
for
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example at paragraphs 130-153, 155 and 166-174, and Figures 14-25 and 28-33,
among others, of U.S. Patent Application No. 16/168,984.
Intercooler (300)
[0059] Figures 3 and 4 show an intercooler 300 in accordance with the present
invention. Intercooler 300 is particularly adapted for use in conjunction with
components for delivering compressed air to intercooler 300 from a compressor,
and for receiving from intercooler 300 cooled air and delivering it, in the
case of an
upward flow configuration, to a stock engine intake manifold (710 in Figure 1)
or
an aftermarket engine intake manifold. Notably however, although intercooler
300
is described herein in the context of an upward flow configuration, it can be
employed with equal facility in a downward flow configuration, as is described
below in this disclosure.
[0060] In general, intercooler 300 in the preferred embodiment is a
rectangular
cuboid, with two opposing faces and four sides (in this disclosure,
"rectangular"
includes square shapes). In Figure 3, there is a geometric plane 304, which
evenly
divides intercooler 300 in one direction (referred to as the longitudinal
direction for
convenience of reference), and a geometric plane 305, which evenly divides
intercooler 300 in a second direction, perpendicular to the longitudinal
direction
(referred to as the transverse direction herein for convenience of reference).
The
intersection of these two planes from time to time may be referred to herein
as the
vertical direction for convenience of reference.
[0061] There is additionally a third geometric plane 306 (not shown in Figures
3
and 4), which is perpendicular to planes 304 and 305, and may be referred to
from
time to time herein as the horizontal plane for convenience of reference. In
this
disclosure, the plan view of intercooler 300 refers to a view parallel to this
horizontal geometric plane 306. In the case where intercooler 300 is not
square in
plan view (i.e., one side is longer than an adjacent side), for reference
purposes in
this disclosure the longer side will be deemed to lie in the longitudinal
direction,
and the shorter side in the transverse direction. The aspect ratio, AR, of
intercooler
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300 is the ratio of the overall longitudinal dimension of intercooler 300 in
plan
view, divided by the overall transverse dimension of intercooler 300 in plan
view.
The longitudinal, transverse and vertical directions of Figure 3 are generally
coincident with the correspondingly-identified directions referenced in
relation to
Figures 1 and 2.
[0062] Intercooler 300 includes a heat exchanger core 301 and two rectangular
mounting flange structures, namely intercooler flange assemblies 310, one of
which
is secured to a first face 303 of intercooler core 301 about its periphery,
and the
other of which is secured to the second opposing face 308 (not visible in
Figure 3)
of intercooler core 301 about its periphery. Faces 303, 308 generally are
parallel to
each other. Two fittings 302 are also provided for the ingress and egress of
coolant.
[0063] The air to be cooled flows through the intercooler 300, entering
through one
face 303 or 308 of intercooler 300 and exiting through the other opposing face
303
or 308 of intercooler 300. The coolant flows generally in a plane
perpendicular to
the air flow, entering intercooler core 301 through one of fittings 302,
passing
between the faces 303, 308 of intercooler 300 to cool the air, and exiting
intercooler
core 301 through the other of fittings 302. The coolant preferably is liquid,
and
more preferably water, with or without an additive to increase the liquid
state
temperature range, such as ethylene glycol.
[0064] The heat exchanger core 301 utilizes a plate and bar structure, shown
in
exploded form in Figure 4. In particular, the heat exchanger core 301 has a
multi-
layer structure of plural air fin sections 318 interleaved with plural water
fins 319,
where the individual air fins and water fins are separated by flow isolation
sheets
316 interposed between them. Heat exchanger core 301 preferably is fabricated
from aluminum or like material of relatively high thermal conductivity.
Intercooler
300 and its heat exchanger core 301 present a relatively thin, pancake
appearance,
owing to the thickness of core 301 (vertical direction in Figure 3) being
substantially less than the longitudinal and transverse dimensions of core
301,
which in turn is a consequence of the difference in heat capacitance of the
preferred
liquid coolant as compared to air, even compressed air. The flow of air
through
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core 301 can be in either direction with no change in heat transfer
characteristics;
i.e., air can enter either through face 303 or face 308 of intercooler 300
without
preference.
[0065] It is preferred that each of the intercooler flange assemblies 310
secured
about the periphery of faces 303, 308 be substantially identical in design to
the
other. It is further preferred that each intercooler flange assembly 310
comprises
two intercooler flange L-components 311. Referring to Figure 4, each
intercooler
flange L-component 311 is L-shaped, and preferably is identical in size and
geometry to the other L-components, so that when one L-component 311 is paired
with another such L-component 311, they together form an intercooler flange
assembly 310 in the form of a rectangular peripheral frame, which is joined to
a
face (303 or 308) of heat exchanger core 301 about its periphery.
[0066] The intercooler flange assemblies 310 can be fabricated from aluminum
plate stock or the like, and are fastened by brazing, welding or the like to
the
opposing faces 303, 308 of a heat exchanger core 301, about their peripheries,
to
form an intercooler 300. Splitting each intercooler flange assembly 310 into
two L-
components 311 yields fabrication economies; i.e., multiple intercooler flange
L-
components 311 can be laid out, one against the other, and cut from one sheet,
whereas cutting an intercooler flange assembly 310 as a one piece component
leaves a large central cut-out, which may uneconomically need to be discarded.
Further, any L-component 311 can be used on any of the four possible positions
bounding the heat exchanger core 301.
[0067] Each intercooler flange assembly 310 preferably has plural spaced-apart
bolt apertures 312 for receiving threaded bolts 314. It is additionally
preferred that
the bolt pattern for the intercooler flange assembly 310 affixed about the
periphery
of face 303 have the same bolt pattern as the intercooler flange assembly 310
affixed about the periphery of face 308.
[0068] It is additionally preferred that the bolt apertures 312 be
symmetrically
arranged about intercooler flange assembly 310. That is, referring to Figure
3, it is
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preferred that the bolt pattern be symmetrically arranged to each side of
longitudinal plane 304, and additionally be symmetrically arranged to each
side of
transverse plane 305. With these symmetric relationships, if the intercooler
has a
rectangular configuration in plan view (AR 1), the bolt pattern presented in
plan
view is the same whether the intercooler is in its original orientation, or is
rotated
180 degrees, or is flipped over. Likewise, if the intercooler has a square
configuration (AR 1), the bolt pattern presented in plan view with
symmetrically
arranged bolt apertures is the same whether the intercooler is in its original
orientation, or is rotated 90 degrees, or is flipped over. A square
configuration
expands the potential applications to which the intercooler disclosed herein
can be
put, opening up use with an even greater variety of air routing arrangements,
turbochargers, engine systems and vehicles.
Single Channel Air Inlet (320)
[0069] Figure 5 shows a single channel air inlet 320 for delivery of
compressed air
through a single channel, conduit or pipe, such as for example from a single
air
compressor, to an intercooler 300. Single channel air inlet 320 includes an
air inlet
pipe 321, an air inlet plenum 322 and an air inlet flange 330. Single channel
air
inlet 320 is adapted to be joined to intercooler 300 to form a unitary
assembly, as
described below.
[0070] Single channel air inlet 320 is configured to deliver air across one
face (303
or 308) of intercooler 300. In the preferred embodiment, longitudinal plane
304 in
Figure 5 evenly divides air inlet 320 in plan view, and is coplanar with
longitudinal
plane 304 in Figure 3 that evenly divides intercooler 300. The intercooler
300/single channel air inlet 320 assembly in the preferred embodiment is
particularly adapted to be mounted over the intake manifold of a V-8 engine,
with
longitudinal plane 304 passing through the crankshaft axis, and with
intercooler
300 positioned over single channel air inlet 320, so that inlet 320 delivers
an
upward flow of intake air through intercooler 300. For this mounting position,
it is
preferred that air inlet 320 be configured so that longitudinal plane 304 does
not
evenly divide inlet pipe 321; rather, as shown for example in Figure 9, inlet
pipe
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321 is positioned to one side of longitudinal plane 304 (shown on edge in
Figure 9).
Such side positioning allows inlet pipe 321 to be closer, in an appropriately
configured system, to the air compressor air outlet, thereby yielding a
tighter and
more compact engine accessory package. For the same reason, the centerline of
inlet pipe 321 is generally transversely oriented, so that its inlet aperture
337 is
positioned to one side of air inlet 320. Air flows in a generally transverse
direction
through inlet pipe 321 into plenum 322.
[0071] Plenum 322 is internally contoured to transition the transverse air
flow from
inlet pipe 321 to flow across the receiving face (303 or 308) of intercooler
300.
Plenum 322 comprises four sidewalls (two longitudinal sidewalls 323, two
transverse sidewalls 326), which are joined by a glacis 325. Sidewalls 323,
326 and
glacis 325 together define an inlet plenum cavity 328 whose transverse cross-
sectional area is greatest proximate to inlet pipe 321, least distal from
inlet pipe
321, and which smoothly decreases between these two regions, as can be seen
from
Figures 5, 6 and 7. The transverse cross-section of inlet plenum cavity 328 at
any
longitudinal point is generally not symmetric about longitudinal plane 304, as
is
exemplified by Figures 6 and 7, but rather is shaped with the goal of inducing
the
air to be distributed across the receiving face (303 or 308) of intercooler
300 more
evenly, minimizing or even eliminating areas of low air flow through the
receiving
face, while at the same time accommodating the particular shape and
positioning of
inlet pipe 321 and more generally maintaining the intercooler 300/single
channel air
inlet 320 assembly as a compact package. In general, plenum cavity is deeper
adjacent inlet pipe 321 than distal from inlet pipe 321.
[0072] It is preferred that air inlet flange 330 of single channel air inlet
320 be
substantially identical in size and geometry to intercooler flange assembly
310, and
have the same pattern of bolt apertures as intercooler flange assembly 310.
Accordingly, air inlet flange 330 can be bolted to either of the two
intercooler
flange assemblies 310 of an intercooler 300.
[0073] There is optionally provided an inlet seal assembly 331 to facilitate
securing single channel air inlet 320 to intercooler 300. It is particularly
preferred
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that each inlet seal assembly 331 includes two inlet seal L-components 335. As
shown in Figure 8, each inlet seal L-component 335 is L-shaped, and preferably
is
identical in size and geometry to the other inlet seal L-component 335, so
that when
one such L-component 335 is paired with another such L-component 335 (arrows
338 in Figure 8), they together form an inlet seal assembly 331 in the form of
a
rectangular frame. Splitting the inlet seal assembly 331 into L-shaped
components
335 yields fabrication economies, as described above in regard to intercooler
flange
assembly 310 and intercooler flange L-components 311. Inlet seal assembly 331
preferably has the same pattern of bolt apertures as both intercooler flange
assembly 310 and air inlet flange 330.
[0074] Single channel air inlet 320 can be fabricated from sheet metal, such
as
steel or aluminum, either from a single piece of stock or from multiple pieces
then
assembled and fastened together, such as by riveting, brazing or welding.
Alternatively, air inlet 320 can be fabricated from plastics such as HDPE, or
from
composite materials such as temperature-resistant fiberglass/fiberglass resin,
carbon
fiber, Kevlar and others. The inlet seal L-components 335 are preferably
fabricated
from aluminum plate stock or the like.
[0075] To assemble the preferred embodiments of intercooler 300 and single
channel air inlet 320, air inlet flange 330 is positioned between an inlet
seal
assembly 331 and one of the two intercooler flange assemblies 310 of
intercooler
300; following which inlet seal assembly 331 and the selected intercooler
flange
assembly 310 are urged together, such as by means of nuts 309 and bolts 314,
to
yield a unitary air inlet/intercooler system. Inlet seal assembly 331
distributes the
compressive joinder loads around the periphery of air inlet flange 330 to
provide a
better seal than would be attained by using bolts alone creating pressure
points at
discrete locations along air inlet flange 330. A resilient sealing gasket,
component
or structure may additionally be interposed between air inlet flange 330 and
intercooler flange assembly 310 to contribute to sealing. For example, Figure
3
shows an optionally provided sealing groove 317 on the exterior face of each
intercooler flange assembly 310 for receiving an 0-ring 307 and yielding a
relatively air-tight seal between intercooler 300 and air inlet 320.
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Dual Channel Air Inlet (340)
[0076] Figure 14 shows a dual channel air inlet 340 for delivery of compressed
air
through two channels, conduits or pipes, such as for example from two air
compressors, to an intercooler 300. In comparison with single channel air
inlet
320, dual channel air inlet 340 is characterized by having two plenums.
Accordingly, referring to Figures 14, 17 and 18, dual channel air inlet 340
includes
a first air inlet pipe 341A, a second air inlet pipe 341B, a first air inlet
plenum
342A, a second air inlet plenum 342B and an air inlet flange 350. Dual channel
air
inlet 340 is adapted to be joined to intercooler 300 to form a unitary
assembly, as
described below.
[0077] Dual channel air inlet 340 is configured to deliver air across one face
(303
or 308) of intercooler 300. In the preferred embodiment, longitudinal plane
304 in
Figure 14 evenly divides air inlet 340 in plan view, and is coplanar with
longitudinal plane 304 in Figure 3 that evenly divides intercooler 300. The
intercooler 300/dual channel air inlet 340 assembly in the preferred
embodiment is
particularly adapted to be mounted over the intake manifold of a V-8 engine,
with
longitudinal plane 304 passing through the crankshaft axis, and with
intercooler
300 positioned over dual channel air inlet 340, so that inlet 340 delivers an
upward
flow of intake air through intercooler 300. For this mounting position, it is
preferred that dual channel air inlet 340 be configured so that longitudinal
plane
304 does not pass through either inlet pipe 341A or 341B; rather, as shown in
Figure 18 inlet pipes 341A and 341B preferably are each positioned to one side
of
longitudinal plane 304 (shown on edge in Figure 18), one to one side and the
other
to the other side. Such side positioning allows each of inlet pipes 341A and
341B
to be closer, in an appropriately configured system, to a corresponding air
compressor air outlet, thereby yielding a tighter and more compact engine
accessory package. For the same reason, the centerline of each of inlet pipes
341A
and 341B is generally transversely oriented, so that its respective inlet
aperture,
357A, 357B, is to one side of air inlet 340, and so as to receive and route
air flow in
a generally transverse direction into air inlet plenum 342A and 342B
respectively.
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[0078] The shapes of inlet pipes 341A and 341B may or may not be the same, in
accordance with other engine system aspects. For example, in the case where
the
associated connecting systems are symmetric about longitudinal plane 304,
inlet
pipes 341A and 341B can have the same shapes. However, some air compressors,
such as for example some turbocharger designs, are asymmetrical in shape. In
such
cases, the connection with such turbochargers can differ in location and
orientation,
depending on to which side of longitudinal plane 304 the connection is being
made.
To accommodate those cases, inlet pipes 341A and 341B can differ in shape, an
example of which is shown in Figure 18, so as to compactly connect to a
corresponding turbocharger.
[0079] In the preferred embodiment shown in Figures 14-18, air inlet pipe 341A
delivers air to air inlet plenum 342A, and air inlet pipe 341B delivers air to
air inlet
plenum 342B; the inlet plenums 342A and 342B are substantially independent. As
an alternative embodiment, one large plenum 342 can be utilized instead. Each
plenum 342A and 342B in the preferred embodiment is internally contoured to
transition the transverse air flow from inlet pipes 341A and 341B respectively
to
flow across the receiving face (303 or 308) of intercooler 300. Plenum 342A
comprises four sidewalls (two longitudinal sidewalls 343A, two transverse
sidewalls 346A), which are joined by a glacis 345A (see Figure 15), and plenum
342B comprises four sidewalls (two longitudinal sidewalls 343B, two transverse
sidewalls 346B), which are joined by a glacis 345B (Figure 15).
[0080] Sidewalls 343A, 346A and glacis 345A together define a first inlet
plenum
cavity 348A whose transverse cross-sectional area is greatest proximate to
inlet
pipe 341A, least distal from inlet pipe 341A, and which generally decreases
between these two regions in a smooth manner, as shown in Figures 3A, 3B, 3C
and 3D. Likewise, sidewalls 343B, 346B and glacis 345B together define a
second
inlet plenum cavity 348B whose transverse cross-sectional area is greatest
proximate to inlet pipe 341B, least distal from inlet pipe 341B, and which
generally
decreases between these two regions in a smooth manner, as shown in Figures
14,
15, 16 and 17. The transverse cross-section of each of inlet plenum cavities
348A
and 348B at any longitudinal point in the preferred embodiment will have a
shape
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that in general can depart from symmetry, as is exemplified by Figures 15 and
16,
since each cavity is shaped with the goal of inducing the air to be
distributed across
the receiving face (303 or 308) of intercooler 300 more evenly, minimizing or
even
eliminating areas of low air flow through the receiving face, while at the
same time
accommodating the particular shape and positioning of air inlet pipe 341A or
341B
and more generally maintaining the intercooler 300/dual channel air inlet 340
assembly as a compact package.
[0081] It is preferred that air inlet flange 350 of dual channel air inlet 340
be
identical in size and geometry to intercooler flange assembly 310, and have
the
same pattern of bolt apertures as intercooler flange assembly 310.
Accordingly, air
inlet flange 343 can be bolted to either of the two intercooler flange
assemblies 310
of an intercooler 300. Additionally, dual channel air inlet 340 can be affixed
to
intercooler 330 in substantially the same manner as described above in
connection
with single channel air inlet 330, including utilizing the same inlet seal
assembly
331. There can also optionally be provided an inlet seal assembly for dual
channel
air inlet 340 comprising two inlet seal L-components, comparable in design to
seal
assembly 331 comprising two L-components 335 described above, to facilitate
securing single channel air inlet 340 to intercooler 300.
[0082] Dual channel air inlet 340 can be fabricated from sheet metal, such as
steel
or aluminum, either from a single piece of stock or from multiple pieces then
assembled and fastened together, such as by riveting, brazing or welding.
Alternatively, dual channel air inlet 340 can be fabricated from plastics such
as
HDPE, or from composite materials such as temperature-resistant
fiberglass/fiberglass resin, carbon fiber, Kevlar and others.
[0083] The preferred embodiments of dual channel air inlet 340 and intercooler
300 are assembled in the same way as single channel air inlet 320. As a
general
matter, a user would select for use either single channel air inlet 320 or
dual
channel air inlet 340, depending on the design of the system for compressing
inlet
air prior to delivery to the intercooler 300.
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Air Outlet (360)
[0084] Figure 10 shows an air outlet 360 for delivery of cooled air from an
intercooler 300 to an engine intake manifold. Air outlet 360 includes an
outlet pipe
361, an air outlet plenum 362 and an air outlet flange 363. In the embodiment
of
Figures 10-12, air outlet plenum 362 includes two cylindrical connectors 366,
each
defining an aperture 367. Air outlet 360 is adapted to be joined to
intercooler 300
to form a unitary assembly, as described below.
[0085] Air outlet 360 is configured to receive air issuing from one face (303
or
308) of intercooler 300. In the preferred embodiment, longitudinal plane 304
in
Figure 10 evenly divides air outlet pipe 361, and is coplanar with
longitudinal plane
304 in Figure 3 that evenly divides intercooler 300. The intercooler 300/air
outlet
360 assembly in the preferred embodiment is particularly adapted to be mounted
over the intake manifold of a V-8 engine, with longitudinal plane 304 passing
approximately through the crankshaft axis 701 shown in Figure 1, and with
intercooler 300 positioned under air outlet 360, so that outlet 360 receives
an
upward flow of intake air from intercooler 300. In this orientation, air
outlet
plenum 362 is internally contoured to transition the air issuing from one of
the
faces (303 or 308) of intercooler 300 into outlet pipe 361, to be routed to an
engine
intake manifold (710 in Figure 1) located beneath the intercooler 300/air
outlet 360
assembly, and beneath the air inlet 320/340 utilized to deliver air to
intercooler 300
of that assembly. The centerline of the outlet aperture 371 of outlet pipe 361
in the
preferred embodiment preferably resides in longitudinal plane 304 and is
oriented
in the vertical direction. The mouth of outlet aperture 371 is oriented in the
horizontal plane 306. These design features provide a compact connection to an
engine intake manifold, particularly to a V-8 engine. There is a bend in
outlet pipe
361 to redirect air received from plenum 362 to the mouth of outlet 371.
[0086] Plenum 362 comprises four sidewalls (two longitudinal sidewalls 373,
two
transverse sidewalls 376) joined by a carapace 375. Sidewalls 373, 376 and
carapace 375 together define an outlet plenum cavity 378 whose transverse
cross-
sectional area is greatest proximate to outlet pipe 361, least distal from
outlet pipe
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361, and which smoothly decreases between these two regions, as can be seen
from
Figures 10, 11 and 12. The transverse cross-section of outlet plenum cavity
378 at
any longitudinal point is generally symmetric about longitudinal plane 304, as
shown in Figures 11 and 12.
[0087] Connectors 366 are adapted to be coupled to two blow-off valves 173,
shown in Figure 1, which are received in apertures 367, shown in Figure 10. A
blow-off valve is a spring-loaded cylindrical valve that will vent compressed
air to
the atmosphere above a selected pre-set pressure. The provision of two
connectors
366 permit the use of two blow-off valves for increased air flow. Either or
both can
be capped if not utilized.
[0088] It is preferred that air outlet flange 363 be identical in size and
geometry to
intercooler flange assembly 310, and have the same pattern of bolt apertures
as
intercooler flange assembly 310. Accordingly, air outlet flange 363 can be
bolted
to either of the two intercooler flange assemblies 310 of an intercooler 300.
[0089] There is optionally provided an outlet seal assembly 364 to facilitate
securing air outlet 360 to intercooler 300. It is particularly preferred that
each
outlet seal assembly 364 includes two outlet seal L-components 365. As shown
in
Figure 13, each outlet seal L-component 365 is L-shaped, and preferably is
identical in size and geometry to the other outlet seal L-component 365, so
that
when one such L-component 365 is paired with another such L-component 365
(arrows 339 in Figure 13), they together form an outlet seal assembly 364 in
the
form of a rectangular frame. Splitting the outlet seal assembly 364 into L-
components 365 yields fabrication economies, as described above in regard to
intercooler flange assembly 310 and intercooler flange L-components 311.
Outlet
seal assembly 364 preferably has the same pattern of bolt apertures as
intercooler
flange assemblies 310 and air outlet flange 363.
[0090] Air outlet 360 can be fabricated from sheet metal, such as steel or
aluminum, either from a single piece of stock or from multiple pieces then
assembled and fastened together, such as by riveting, brazing or welding.
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Alternatively, air outlet 360 can be fabricated from plastics such as HDPE, or
from
composite materials such as temperature-resistant fiberglass/fiberglass resin,
carbon
fiber, Kevlar and others. The outlet seal L-components 365 preferably are
fabricated from aluminum plate stock or the like.
[0091] To assemble the preferred embodiments of air outlet 360 and intercooler
300, air outlet flange 363 is positioned between an outlet seal assembly 364
and one
of the two intercooler flange assemblies 310; following which outlet seal
assembly
364 and the selected intercooler flange assembly 310 are urged together, such
as by
means of nuts 314 and bolts 309, to yield a unitary air outlet/intercooler
system. A
resilient sealing gasket, component or structure may additionally be
interposed
between air outlet flange 363 and intercooler flange assembly 310 to
contribute to
sealing. For example, Figure 3 shows an optionally provided sealing groove 321
on
the exterior face of each intercooler flange assembly 310 for receiving an 0-
ring
307 and yielding a relatively air-tight seal between intercooler 300 and air
outlet
360.
Upward Flow System Arrangement Options
[0092] When flange assemblies 310 and each of flanges 330, 350 and 363 are
identical in size and geometry, and have the same pattern of bolt apertures as
described above, the air intake system components described above provide a
wide
variety of upward flow configuration arrangement options. Three options are
given
below as non-limiting examples.
[0093] As a first arrangement option, single channel air inlet 320 can be
secured to
one face 303 or 308 of an intercooler 300, and air outlet 360 can be secured
to the
other face 303 or 308 of first intercooler 300. The components utilized for
this
configuration are depicted in Figure 19A in exploded form, and in assembled
form
in Figure 19B. As can be seen, the single channel air inlet 320 is bolted to
one
flange assembly 310 of intercooler 300 using nuts 309 and bolts 314, and the
air
outlet 360 is separately bolted to the other flange assembly 310 of
intercooler 300
using nuts 309 and bolts 314.
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[0094] As a second arrangement option, dual channel air inlet 340 can be
secured
to one face 303 or 308 of an intercooler 300, and air outlet 360 can be
secured to
the other face 303 or 308 of first intercooler 300. This configuration is
shown in
Figure 19C. The components used for this system option are the same as shown
in
Figures 19A and 19B, except that the dual channel air inlet 340 replaces the
single
channel air inlet 320. The assembly for this second configuration is the same
as
shown in Figure 19A. Since single channel air inlet 320 is only bolted to
intercooler 300 and is not welded or brazed thereto, the replacement of a
single
channel air inlet 320 with a dual channel air inlet 340 can be accomplished
relatively simply, even following installation of the first configuration in a
vehicle.
[0095] As a third arrangement option, a first intercooler 300 can be secured
to a
second intercooler 300, and that assembly can be secured between a dual
channel
air inlet 340 and an air outlet 360. This configuration is shown in Figure
19D. The
components used for this configuration are the same as shown in Figure 19C,
with
the addition of a second intercooler 300, which is bolted to the first
intercooler
along adjacent flange assemblies 310. Since dual channel air inlet 340 and air
outlet 360 are only bolted to intercooler 300 and are not welded or brazed
thereto,
the addition of a second intercooler 300 can be accomplished relatively
simply,
even following installation of the second arrangement option in a vehicle.
[0096] Because the upward flow arrangement configuration does not presume use
of any particular intake manifold, the air intake system components of such a
configuration are positioned and secured over the utilized intake manifold in
a
spaced-apart and overlying relationship using suitable brackets, such as
brackets
381, 382 shown in Figure 1. Further specifics regarding such brackets and
bracket
arrangements are described in U.S. Patent Application No. 16/168,984, entitled
"Customizable Engine Air Intake/Exhaust Systems," filed on October 24, 2018
and
having the same inventors as the subject application. The contents of U.S.
Patent
Application No. 16/168,984 are hereby incorporated by reference as if fully
set
forth herein, including descriptions of the aforementioned brackets and
bracket
arrangements, found for example at paragraphs 154, 173 and 192, and Figures
13A-
13B, 27A-27B and 34, among others, of U.S. Patent Application No. 16/168,984.
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Downward Flow Configuration
[0097] The principal components of an air intake system of the present
invention
utilizing a downward flow (downdraft) configuration are intercooler 300, NA
air
inlet 410 or single channel air inlet 430 or dual channel air inlet 450
(depending on
whether no turbochargers, one turbocharger or two turbochargers are used),
intercooler 300, air distribution tray 720 and air passage closure tray 760.
Intercooler 300 is described above, whereas single channel air inlet 410 or
dual
channel air inlet 420, air distribution tray 720 and air passage closure tray
760 are
each described below.
NA Air Inlet (410)
[0098] Figure 20 shows an NA air inlet 410 for delivery of ambient air
(uncooled
and unpressurized by mechanical means, apart from ram air) to air distribution
tray
720. Air inlet 410 includes an inlet aperture 414, an air inlet plenum 412 and
an
NA air inlet flange 413. In use, the inlet aperture 414 receives air from the
ambient
atmosphere through a filter arrangement 4 and a throttle assembly 702, as
shown in
Figure 31C.
[0099] In the preferred embodiment, longitudinal plane 417 in Figure 21 evenly
divides inlet aperture 414. The NA air inlet 410/intercooler 300 assembly in
the
preferred embodiment is particularly adapted to be mounted over a V-8 engine,
with longitudinal plane 417 passing through crankshaft centerline 701. Air
inlet
plenum 412 is internally contoured to smoothly transition the air received
through
aperture 414 and deliver it downward to air distribution tray 720.
[00100] Plenum 412 comprises four sidewalls (two longitudinal sidewalls 415,
two
transverse sidewalls 416) joined by a carapace 419. Sidewalls 415, 416 and 419
together define an inlet plenum cavity 421 whose transverse cross-sectional
area is
greatest proximate to inlet aperture 414, least distal from inlet aperture
414, and
which smoothly decreases between these two regions, as can be seen from
Figures
21, 22 and 23. The transverse cross-section of inlet plenum cavity 421 at any
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longitudinal point is generally symmetric about longitudinal plane 417, as
shown in
Figure 22 and 23.
[00101] As described below, it is preferred that NA air inlet flange 413 be
identical
in size and geometry to the of air distribution tray flange 729, and have the
same
pattern of bolt apertures as air distribution tray flange 729, to permit it to
be bolted
to that flange 729. There is optionally provided an inlet seal 422 to
facilitate
securing NA air inlet 410 to air distribution tray 720. As depicted in Figure
24, seal
422 is of single piece construction. Alternatively, inlet seal 422 can be an
assembly
formed by positioning together two inlet seal L-components 423, where each
inlet
seal L-component 423 is L-shaped, substantively similar to seal assembly 365
in
Figure 13, and preferably identical in size and geometry to the other inlet
seal L-
component 423, so that when one such L-component 423 is paired with another
such L-component 423, they together form an inlet seal assembly 422 in the
form
of a rectangular frame having an appearance as shown in Figure 24.
[00102] NA air inlet 410 can be fabricated from sheet metal, such as steel or
aluminum, either from a single piece of stock or from multiple pieces then
assembled and fastened together, such as by riveting, brazing or welding.
Alternatively, air inlet 410 can be fabricated from plastics such as HDPE, or
from
composite materials such as temperature-resistant fiberglass/fiberglass resin,
carbon
fiber, Kevlar and others. The inlet seal L-components 423 preferably are
fabricated
from aluminum plate stock or the like.
[00103] To assemble the preferred embodiments of NA air inlet 410 and air
distribution tray 720, NA air inlet flange 413 is positioned between an inlet
seal
assembly 422 and air distribution tray flange 729; following which NA air
inlet 410
and air distribution tray 720 are urged together, such as by means of nuts and
bolts
inserted through bolt apertures in their flanges 413 and 729. As described
below, a
resilient sealing gasket, component or structure may additionally be
interposed
between flanges 413 and 729 to contribute to sealing.
Single Channel Air Inlet (430)
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[00104] Single channel air inlet 430 is for delivery of compressed air through
one
channel, conduit or pipe, from a turbocharger either to air distribution tray
720 (if
no intercooling is used) or to an intercooler 300 (if intercooling is used).
If no
intercooling is used, single channel air inlet 430 is positioned on top of air
distribution tray 720 and secured as by bolts in that position, for delivery
of air
downward through distribution tray 720. If intercooling is used, single
channel air
inlet 430 is positioned on top of an intercooler 300 and secured as by bolts
in that
position, for delivery of compressed air downward through intercooler 300.
[00105] The design single channel air inlet 430 generally can be in accordance
with the design of single channel air inlet 340, accommodating as necessary
the
piping run from the compressed air outlet of a turbocharger 160, and providing
a
throttle body mounting flange at the inlet aperture of the inlet pipe, for
mounting a
throttle assembly 702 between the turbocharger 160 and the inlet pipe.
[00106] Single channel air inlet 430 is provided with a flange 433 (comparable
to
air inlet flange 330 of single channel air inlet 320), to facilitate securing
inlet 430 as
described above. It is preferred that this flange of single channel air inlet
430 be
identical in size and geometry to intercooler flange assemblies 310, and have
the
same pattern of bolt apertures as intercooler flange assemblies 310. There can
also
optionally be provided an inlet seal or seal assembly 432 comparable to seal
or seal
assembly 422 described above, to facilitate securing single channel air inlet
430 to
air distribution tray 720 or intercooler 300.
[00107] Single channel air inlet 430 can be fabricated from sheet metal, such
as
steel or aluminum, either from a single piece of stock or from multiple pieces
then
assembled and fastened together, such as by riveting, brazing or welding.
Alternatively, air inlet 430 can be fabricated from plastics such as HDPE, or
from
composite materials such as temperature-resistant fiberglass/fiberglass resin,
carbon
fiber, Kevlar and others.
Dual Channel Air Inlet (450)
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[00108] Engine 700 depicted in Figure 2 is provided with a dual channel inlet
450,
for delivery of compressed air through two channels, conduits or pipes, from
two
turbochargers 160 to intercooler 300. In one embodiment, dual channel inlet
450
generally can be in accordance with the two plenum design of dual channel air
inlet
340; alternatively, a single plenum can be used. Utilization of either
embodiment
can accommodate as necessary the piping runs from the compressed air outlets
of
turbochargers 160 and also provide at the inlet aperture of each inlet pipe to
dual
channel air inlet 450 a throttle body mounting flange 158, shown for example
in
Figure 2, for mounting a throttle assembly 702 to the inlet pipe. As shown in
the
embodiment of Figure 2, blow-off valves 173 have been interposed in the inlet
pipes leading to dual channel air inlet 340.
[00109] Dual channel air inlet 450 is positioned on top of intercooler 300 and
secured as by bolts in that position, for delivery of air downward through
intercooler 300. Given the higher air pressures that two turbochargers may
deliver,
dual channel air inlet 450 would generally be used in conjunction with an
intercooler.
[00110] Dual channel air inlet 450 is provided with a flange 453 (comparable
to air
inlet flange 350 of dual channel air inlet 340) to facilitate securing inlet
450 to
intercooler 300. It is preferred that this flange of dual channel air inlet
450 be
identical in size and geometry to intercooler flange assemblies 310, and have
the
same pattern of bolt apertures as intercooler flange assemblies 310. There can
also
optionally be provided an inlet seal or seal assembly 452 for dual channel air
inlet
450, comparable to seal or seal assembly 422 described above, to facilitate
securing
dual channel air inlet 450 to intercooler 300.
[00111] Dual channel air inlet 450 can be fabricated from sheet metal, such as
steel
or aluminum, either from a single piece of stock or from multiple pieces then
assembled and fastened together, such as by riveting, brazing or welding.
Alternatively, air inlet 450 can be fabricated from plastics such as HDPE, or
from
composite materials such as temperature-resistant fiberglass/fiberglass resin,
carbon
fiber, Kevlar and others.
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Air Distribution Tray (720)
[00112] Air distribution tray 720 is shown in Figures 25A and 25B. In general
outline, air distribution tray 720 is a semi-cylindrical shape 791 with two
semi-
circular end plates 792, 793, which define an air distribution tray bowl 719
bounding an interior volume. Air distribution tray 720 has a first
longitudinal edge
733, a second longitudinal edge 734, a first transverse edge 743 and a second
transverse edge 744 to provide a generally rectangular planar perimeter 732 in
plan
view. In the preferred embodiment, air distribution tray 720 is dimensioned to
be
mounted between the cylinder banks of a V-8 engine in lieu of for example a
stock
engine air intake manifold. The planar perimeter 732 of air distribution tray
720
permits the ready attachment of other components to air distribution tray 720
in an
overlying relationship, such as NA air inlet 410, intercooler 300, single
channel air
inlet 430 and dual channel air inlet 450.
[00113] As shown in Figure 25B, a vertical reference plane 704 evenly divides
air
distribution tray 720 and its perimeter 732. Perimeter 732 is coplanar with a
horizontal reference plane 706, shown in Figure 25B. For convenience of
reference, the intersection of planes 704 and 706, denominated direction 707,
may
be referred to herein from time to time as the "longitudinal" direction. A
third
reference plane (not shown), which is perpendicular to both plane 704 and
plane
706, defines the transverse direction, and the intersection of this third
reference
plane and plane 704 may be referred to herein from time to time as the
"vertical"
direction. In the preferred embodiment, when air distribution tray 720 is
mounted
to an engine, plane 704 shown in Figure 25B is generally coincident with plane
104
shown in Figure 2; plane 706 shown in Figure 25B is generally parallel to
plane
106 shown in Figure 2; and direction 707 in Figure 25B is generally parallel
to
arrow 920 shown in Figure 2.
[00114] Air distribution tray 720 is shaped to define a plurality of air
distribution
channels 721, 722, 723, 724, 725, 726, 727 and 728. each having a generally
shallow U-shaped cross section, as shown in Figure 26B, which depicts a
longitudinal cross-section of air distribution tray 720. Each of air
distribution
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channels 721-728 defines a path to a connecting passage formed through a
respective one of air distribution tray legs 721L, 722L, 723L, 724L, 725L,
726L,
727L and 728L, shown in Figures 25A, 25C and 27. Each connecting passage
terminates in a respective outlet port 721P, 722P, 723P, 724P, 725P, 726P,
727P
and 728P, shown for example in Figures 25A and 25C.
[00115] In the preferred embodiment, there are eight air distribution tray
legs
721L-728L. Four tray legs 721L, 723L, 725L and 727L are positioned to one side
of vertical reference plane 704 that divides air distribution tray 720, and
four tray
legs 722L, 724L, 726L and 728L are positioned to the other side of vertical
reference plane 704 that divides air distribution tray 720, as shown for
example in
Figure 25C. Legs 721L-728L are positioned to overlie the cylinder inlet ports
of a
V-8 engine, engine 700, so that the connecting passage in each of legs 721L-
728L
communicates with a respective cylinder inlet port. Air distribution tray 720
is
rigidly fastened to engine 700, as for example by bolts passed through
apertures in
legs 721L-728L that are received in threaded apertures in engine 700. In this
manner, tray legs 721L-728L support air distribution tray 720 over engine 700.
[00116] Each of air distribution tray legs 721L, 722L, 723L, 724LP, 725L,
726L,
727L and 728L defines a respective bore 721B, 722B, 723B, 724B, 725B, 726B,
727B and 728B, shown for example in Figures 25B and 27, for receiving a fuel
injector. It is preferred that bores 721B-728B be vertically aligned (i.e.,
not
inclined) to permit, in the preferred embodiment described herein, the
optional use
of oversized injectors that could otherwise interfere with other engine
components
if oriented at an incline.
[00117] Each of air distribution channels 721-728 are curved about a
longitudinal
axis, located in vertical reference plane 704 and parallel to direction 707,
so as to
follow an arc-like downwardly and upwardly curved path when viewed edge-on in
the longitudinal direction. This curved path starts from either first
longitudinal
edge 733 or second longitudinal edge 734 of air distribution tray 720, and
continues
across vertical reference plane 704, where it communicates with a respective
one of
the connecting passages formed in legs 721L-728L. An example of this curved
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path is denominated C and depicted in Figure 26A, which is a section view of
air
distribution channel 721. Going from the right-hand side to the left-hand side
of
Figure 26A, the material forming air distribution tray 720 is shaped so that
channel
721 is concavely curved when viewed edge-on in the longitudinal direction: it
curves downward until the mid-point of tray 720 is reached (coincident with
vertical reference plane 704), following which channel 721 curves upward and
smoothly joins with the connecting passage in tray leg 721L which terminates
at
outlet port 721P.
[00118] The air distribution channels 721-728 are arranged one adjacent the
other,
and this side-by-side arrangement, given that each of air distribution
channels 721-
728 is concavely curved, defines the air distribution tray bowl 719. Each
longitudinally adjacent pair of air distribution channels 721-728 (e.g., first
air
distribution channel pair 721 and 722, second air distribution channel pair
723 and
724, third air distribution channel pair 725 and 726, fourth air distribution
channel
pair 727 and 728) communicate with corresponding connecting passages in two of
legs 721L-728L which are positioned on opposing sides of vertical reference
plane
704. Using first channel pair 721 and 722 as an example and referring to
Figure
25C, air distribution channel 721 communicates with the connecting passage in
leg
721L located on the right side of vertical reference plane 704 (in relation to
direction 920), and air distribution channel 722 communicates with the
connecting
passage in leg 722L located on the left side of vertical reference plane 704.
This
communication pattern is repeated for each successive pair, such that air
distribution channels 721-728 are characterized by communicating with the
corresponding connecting passages in legs 721L-728L in an alternating (right-
left-
right-left-right-left-right-left) pattern.
[00119] As is common, the left and right cylinder bank inlet ports of V-8
engines,
such as engine 700 shown in Figure 2, are not symmetrically disposed about
vertical plane 704 across from each other, but rather are longitudinally
offset
(typically a consequence of utilizing crankshafts with crankpins arranged
along the
length of the crankshaft). To accommodate this offset, the legs and outlet
ports on
each side of the longitudinal plane dividing air distribution tray 720 are
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correspondingly offset, or staggered, in the longitudinal direction a
comparable
distance. Thus as shown in Figure 27 as an example, the legs 727L and 728L
located across from each other are shown as being offset in the longitudinal
direction a stagger distance SD.
[00120] It is preferred that the paths of air distribution channels 721-728 in
plan
view be neither straight, nor uniformly transversely-oriented (that is, not be
uniformly perpendicular to the longitudinal plane dividing air distribution
tray 720).
Rather, it is preferred that air distribution channels 721-728 in plan follow
serpentine paths, as shown in the plan view of Figure 27. In particular,
viewed in
plan each channel is generally perpendicularly oriented to longitudinal edges
733
and 734 (or nearly so) proximate those two edges. Between edges 733 and 734,
the
channel traces an S-shape viewed in plan. This S-shape permits each channel to
efficiently utilize the space between the two adjacent outlet ports on the
opposite
side of air distribution tray 720.
[00121] The generally U-shaped cross section of each of air distribution
channels
721-728 is defined by a channel floor and two opposing channel walls. Thus
referring to channel 728 in Figure 26B for example, the cross section of
channel
728 is defined by channel floor 728F and two opposing channel walls 728W. The
cross sections of each of air distribution channels 721, 722, 723, 724, 725,
726 and
727 are comparable. Preferably, the shoulder at the top of each wall of the
air
distribution channels (i.e., distal from the floors) is not angular or square
in profile,
but rather is curved or rounded utilizing a select curve or radius to allow
air when
present to smoothly flow in the channel and minimize turbulence. Referring
again
for example to air distribution channel 728 shown in Figure 26B, each of the
upper
portions (distal from floor 728F) of the two opposing channel walls 728W of
air
distribution channel 728 are provided with curved or rounded shoulders 728S.
Comparable curved or rounder shoulders preferably are provided for each the
other
opposing channel walls of air distribution channels 721, 722, 723, 724, 725,
726
and 727.
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[00122] Similarly, the knee at the bottom of each wall of an air distribution
channel (proximate to the floor) is not angular or square in profile, but
rather is
curved or rounded utilizing a select curve or radius to allow air to smoothly
flow in
the channel and minimize turbulence. Referring for example to air distribution
channel 722 shown in Figures 26B, each of the lower portions (proximate to
floor
722F) of the two opposing channel walls 722W of air distribution channel 722
are
provided with curved or rounded knees 722K. Comparable curved or rounded
knees 721K, 723K, 724K, 725K, 726K, 727K and 728K preferably are respectively
provided for each of the other opposing channel walls of air distribution
channels
721, 723, 724, 725, 726, 727 and 728. As described further below, the channel
walls 721W-728W of each of air distribution channels 721-728 preferably are
not
parallel, but rather vary in separation distance.
[00123] The perimeter 732 of air distribution tray 720 is provided with an air
distribution tray flange 729, shown for example in Figures 25 and 27. It is
preferred that air distribution tray flange 729 be identical in size and
geometry to
intercooler flange assembly 310, and have the same pattern of bolt apertures
as
intercooler flange assembly 310. Likewise, it is preferred that that air
distribution
tray flange 729 be identical in size and geometry to NA air inlet flange 413,
and
have the same pattern of bolt apertures as NA air inlet flange 413. When
prepared
in accordance with these preferences, air distribution tray flange 729 can be
bolted
to either of the two intercooler flange assemblies 310 of an intercooler 300,
or
directly to NA air inlet flange 413 of NA air inlet 410, as desired. The
aspect ratio
AR of intercooler 300 can be varied as required to conform to the dimensions
of air
distribution tray flange 729.
[00124] A resilient sealing gasket, component or structure may additionally be
interposed to contribute to sealing. For example, Figure 3 shows an optionally
provided sealing groove 317 on the exterior face of each intercooler flange
assembly 310 for receiving an 0-ring 307 and yielding a relatively air-tight
seal
between intercooler 300 and air outlet 360. A like sealing groove 731 on the
contact face of air distribution tray flange 729, as shown in Figure 25A, can
likewise receive an 0-ring 307 to provide a relatively air-tight seal between
an
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intercooler 300 and air distribution tray 720, or between NA air inlet 410 and
air
distribution tray 720.
[00125] Air distribution tray 720 is preferably fabricated from glass
reinforced
nylon or temperature-resistant suitable plastics or composite materials.
Air passage closure tray (760)
[00126] Air passage closure tray 760 is shown in Figures 25A and 25B. In
general
outline, air passage closure tray 760 is semi-cylindrical in shape, bordered
by a first
longitudinal edge 753 and an opposing second longitudinal edge 754. Air
passage
closure tray 760 is adapted to be inserted into and received within air
distribution
tray 720 in a nesting relationship, below perimeter 732 and within the air
distribution tray bowl 719 of air distribution tray 720, with first
longitudinal edge
753 proximate to first longitudinal edge 733 of air distribution tray 720, and
second
longitudinal edge 754 proximate to second longitudinal edge 734 of air
distribution
tray 720. In the preferred embodiment (adapted for engine 700), air passage
closure tray 760 comprises eight closure tray channel regions 759 and eight
closure
tray pan regions 780. Each closure tray channel region 759 is contiguous with
a
corresponding closure tray pan region 780, as described further below.
[00127] Closure tray channel regions 759 of air passage closure tray 760 are
shaped to define a plurality of air passage closure channels 761, 762, 763,
764, 765,
766, 767 and 768, each having a generally U-shaped cross section, as shown in
Figure 28B, depicting for illustrative purposes a particular longitudinal
cross-
section of an embodiment of air passage closure tray 760. As explained further
below, air passage closure channels 761-768 are shaped so that when air
passage
closure tray 760 is inserted into and received within air distribution tray
720 in a
nesting relationship, air passage closure channels 761-768 cooperate with the
air
distribution channels 721-728 of air distribution tray 720 to define a
plurality of
closed air conduits 711-718 having conduit inlet ports 711P-718P; in use, air
is
drawn from the region above the conduit inlet ports 711P-718P and then
conducted
to one of the connecting passages in legs 721L-728L.
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[00128] In particular, as shown in the example of Figure 28C, (1) air passage
closure channel 761 is shaped to be mated with air distribution channel 721 to
form
a closed air conduit 711 having a conduit inlet port 711P; (2) air passage
closure
channel 762 is shaped to be mated with air distribution channel 722 to form a
closed air conduit 712 having a conduit inlet port 712P; (3) air passage
closure
channel 763 is shaped to be mated with air distribution channel 723 to form a
closed air conduit 713 having a conduit inlet port 713P; (4) air passage
closure
channel 764 is shaped to be mated with air distribution channel 724 to form a
closed air conduit 714 having a conduit inlet port 714P; (5) air passage
closure
channel 765 is shaped to be mated with air distribution channel 725 to form a
closed air conduit 715 having a conduit inlet port 715P; (6) air passage
closure
channel 766 is shaped to be mated with air distribution channel 726 to form a
closed air conduit 716 having a conduit inlet port 716P; (7) air passage
closure
channel 767 is shaped to be mated with air distribution channel 727 to form a
closed air conduit 717 having a conduit inlet port 717P; and (8) air passage
closure
channel 768 is shaped to be mated with air distribution channel 728 to form a
closed air conduit 718 having a conduit inlet port 718P.
[00129] Accordingly, air passage closure channels 761-768 are each curved and
shaped in general conformity with the curvature of the respective one of air
distribution channels 721-728 to which they mate. Specifically, air passage
closure
channels 761-768 are each concavely-curved when viewed edge-on in the
longitudinal direction, and are each shaped to trace a serpentine S-shape when
viewed in plan. Further, air passage closure channels 761-768 are arranged in
conformity with the connection passage communication pattern of air
distribution
channels 721-728 to the connecting passages in legs 721L-728L. As a result,
there
is an alternating airflow pattern (right-left-right-left-right-left-right-
left) in closed
air conduits 711-718. Correspondingly, in the preferred embodiment closure
tray
channel regions 759 are not substantially longitudinally contiguous, but
rather are
disposed in an alternating arrangement in the longitudinal direction, as shown
in
Figure 25D.
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[00130] The generally U-shaped cross section of each air passage closure
channels
761-768 is defined by a closure channel ceiling and two opposing closure
channel
walls. Referring to closure channel wall 768 in Figure 28B for example, the
cross
section of closure channel 768 is defined by channel ceiling 768C and two
opposing channel walls 768W. The cross sections of each of air passage closure
channels 761, 762, 763, 764, 765, 766 and 767 are comparable. Preferably, the
shoulder at the top of each wall of an air passage closure channel (i.e.,
proximate to
the channel ceiling) is not angular or square in profile, but rather is curved
or
rounded utilizing a select curve or radius to allow air to smoothly flow
through the
channel and minimize turbulence. Thus referring to Figures 25A and 28B for
example, each of the top portions (proximate to ceiling 768C) of the two
opposing
closure channel walls 768W of air passage closure channel 768 are provided
with
curved or rounded shoulders 768S. Comparable curved or rounded pairs of
shoulders 761S, 762S, 763S, 764S, 765S, 766 and 767S preferably are
respectively
provided for each the other opposing channel walls of air passage closure
channels
761, 762, 763, 764, 765, 766 and 767.
[00131] As shown in Figure 29, there are plural fasteners 736 that pass
through
fastener apertures 738, defined in air passage closure tray 760, which are
received
in bores defined by posts 737 shown in Figure 27 located in the air
distribution tray
bowl 719 of air distribution tray 720. Fasteners 736 are used to fix securely
in
place closure tray 760 to air channel distribution tray 720.
[00132] The length of air passage closure channels 761-768 can be varied as
desired, limited only by the length of the air distribution channels 721-728
to which
they are respectively mated, with the result that the lengths of closed air
conduits
711-718 are varied. The length of air passage closure channels 761-768, and
thus
the length of air conduits 711-718, are selected in accordance with design
choices
relating to torque and power considerations. For example, air passage closure
tray
760 depicted in Figure 25A is provided with air passage closure channels 761-
768
that terminate at approximately the mid-point of air distribution channels 721-
728
(roughly proximate to vertical reference plane 704) to form closed air
conduits 711-
718 of an intermediate length, with air being introduced to conduits 711, 712,
713,
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714, 715, 716, 717 and 718 through respective conduit inlet ports 711P, 712P,
713P, 714P, 715P, 716P, 717P and 718P, the shape of each of which is described
further below. An alternative embodiment is shown in Figure 29, in which air
passage closure tray 760 as depicted is provided with air passage closure
channels
761-768 of approximately the same length as air distribution channels 721-728
to
form air conduits, 711-718 of maximal length. A further alternative embodiment
is
shown in Figure 30, in which air passage closure tray 760 depicted is provided
with
air passage closure channels 761-768 of that terminate only a modest distance
from
their respective outlet ports 721P-728P to form air conduits, 711-718 of
minimal
length.
[00133] In general, the present invention contemplates a set of air passage
closure
trays 760 that provide a variety of lengths of air passage closure channels
761-768,
so that substantially different engine performance characteristics can be
obtained,
with but a relatively modest investment in time and energy, by simply removing
fasteners 736, removing a first air passage closure tray 760 from air
distribution
tray 720, selecting a second air passage closure tray 760 (different from the
first air
passage closure tray 760), and securing that second air passage closure tray
760 in
place with fasteners 736. The entirety of closed air conduits, 711-718,
whether of
maximal length, minimal length, or an intermediate length, are all concavely
curved
when viewed edge-on in the longitudinal direction, and are all contained
within the
interior volume of air distribution tray bowl 719, below perimeter 732
(coplanar
with horizontal reference plane 706) of air distribution tray 720. Likewise,
for any
length of closed air conduits 711-718, inlet ports 711P-718P are located below
perimeter 732 and draw air from the common air region above those ports, such
that above the ports, the intake air is not guided to any specific cylinder,
while
below these ports, it is, namely by closed air conduits 711-718.
[00134] The cross-sectional area along the length of any of closed air
conduits
711-718 preferably is not constant, but preferably varies between a maximum
area
proximate the inlet port to a minimum area proximate to the outlet port. This
variation preferably is obtained by varying the distance separating the
opposing air
distribution channel walls 721W-728W of the air distribution channels 721-728,
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and varying in like manner the distance separating the opposing closure
channel
walls 761W-768W of the air passage closure channels 761-768, along the length
of
those channels. Referring to Figure 32, there is shown in plan view an air
column
735 contained within a maximal length air conduit of conduits 711-718. The
cross-
sectional area of column 735 at an arbitrary section is A. The column is
bounded
by walls W. As can be seen, the distance between walls W varies along the
length
of air column 735. Proximate to the outlet port P (corresponding to one of
outlet
ports 721P-728P), the distance between walls W is at a minimum and hence the
area A is at a minimum. Correspondingly, proximate the inlet port Q
(corresponding to one of conduit inlet ports 711P-718P), the distance between
walls
W is at a maximum and hence the area A is at a maximum. Although air column
735 is shown for a maximal length air conduit, generally corresponding to the
embodiment of Figure 29, the inlet ports 711P-718P can be located as desired
at
any point X between outlet port P and point Q, yielding the cross-sectional
area at
that point in accordance with Figure 32.
[00135] In addition, it is preferred that the conduit inlet ports 711P-718P
have an
inlet area (i.e., the area of the aperture) greater than the cross-sectional
area of the
air outlet ports 721P-728P, and it is particularly preferred that conduit
inlet ports
711P-718P have an inlet area in the range of 1.5-2.0 times the cross-sectional
area
of the air outlet ports 721P-728P. Accordingly, it is preferred in the present
invention to vary the shape of the inlet ports 711P-718P so that the inlet
area
satisfies the foregoing design preference, as by canting at an angle to the
air flow
(i.e., not perpendicular to the air flow) the inlet boundaries of those
portions of
closure channel walls 761W-768W terminating at inlet ports 711P-718P, or by
curving those inlet boundaries, or by doing both.
[00136] As an example, Figure 33A depicts the column of air 717A contained
within a closed air conduit 717 of maximum length, as would be approximately
found in the embodiment of Figure 29, when in the longitudinal direction. In
this
example, the inlet boundaries of those portions of the two closure channel
walls
767W terminating at inlet port 717P would be angled and curved at inlet port
717P
to conform to the profile ACL shown in Figure 33A. In comparison, Figure 33B
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depicts the column of air 717A contained within a closed air conduit 717 of
medium length, as would be approximately found in the embodiment of Figure
25B, when viewed in the longitudinal direction. In this example, the inlet
boundaries of those portions of the two closure channel walls 767W terminating
at
inlet port 717P would be angled and curved at inlet port 717P to conform to
the
profile ACM shown in Figure 33B. As a further comparison, Figure 33C depicts
the column of air 717A contained within a closed air conduit 717 of minimal
length, as would be approximately found in the embodiment of Figure 30, when
viewed in the longitudinal direction. In this example, the inlet boundaries of
those
portions of the two closure channel walls 767W terminating at part inlet port
717P
would be angled and curved at inlet port 717P to conform to the profile ACS
shown
in Figure 33C.
[00137] Accordingly, it can be seen that each of the closure tray panel
regions 759
defines one of air passage closure channels 761-768; that each of those air
passage
closure channels 761-768 overlies a select length of a respective one of the
air
passage distribution channels 721-728, so as to define one of closed air
conduits
711-718; and that each of the conduit inlet ports 711P-718P provides an
entrance to
a respective one of closed air conduits 711-718 through which air enters the
closed
air conduit.
[00138] As shown in Figure 25D, a closure tray pan region 780 is joined to
each of
the closure tray panel regions 759. The closure tray pan regions are shaped to
form
plural pan channels 781, 782, 783, 784, 785, 786, 787 and 788. For example,
Figure 25D shows the closure tray panel region 759 that defines air passage
closure
channel 761, which in turn is part of closed air conduit 711 having an inlet
port
711P (and a nozzle 711V, described below). Adjacent to closure tray panel
region
759 defining channel 761, and upstream of inlet port 711P, there is provided a
closure tray pan region 780 defining a pan channel 781.
[00139] Pan channels 781-788 are each appropriately dimensioned and positioned
to conform in shape and positioning to air distribution channels 721-728 in
the air
distribution tray 720, and to snugly fit within those channels 721-728 when
air
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panel closure tray 760 is nested within air distribution tray 720. As an
example,
Figure 28A depicts in cross section the closure tray/distribution tray
assembly
proximate to closed air conduit 718. As can be seen, pan channel 788 of air
panel
closure tray 760 is snugly positioned within air distribution channel 728 of
air
distribution tray 720.
[00140] The cross-section of each of pan channels 781-788 preferably includes
rounded shoulders and knees, of a select curvature or radius, comparable
respectively to shoulders 721S-728S and knees 721K-728K of air distribution
channels 721-728, described above. More generally, the cross-section of each
of
pan channels 781-788 is preferred to be similar in cross-section to each of
the air
distribution channels 721-728, but appropriately dimensioned to facilitate
snug
nesting of pan channels 781-788 in air distribution channels 721-728 and
promote
smoother airflow. As can be further appreciated, like closure tray channel
regions
759, closure tray pan regions 780 are not substantially longitudinally
contiguous,
but rather are disposed in an alternating arrangement in the longitudinal
direction,
as shown in Figure 25D. In general, each closure tray panel region 759 is
partnered
with the transversely adjacent closure tray pan region 780, as shown in Figure
25D,
with each partnered region 759-780 approximately spanning the distance between
first longitudinal edge 753 and second longitudinal edge 754 of air passage
closure
tray 760, and with each partnered region 759-780 arranged in an oppositely
oriented alternating arrangement in the longitudinal direction.
[00141] Preferably, the leading edges of conduit inlet ports 711P, 712P, 713P,
714P, 715P, 716P, 717P and 718P do not present a sharp edge to air flow at the
inlet. Rather, it is preferred that each of conduit inlet ports 711P-718P be
provided
with an entry nozzle that is shaped, utilizing a select curve or radius, to
induce a
converging air entry pattern, which tends to reduce air turbulence and promote
smooth flow through at least the initial lengths of the conduits. Referring
for
example to Figures 25A and 28A, the inlet boundary of air passage closure
channel
768 (i.e., those portions of the two closure channel walls 768W and channel
ceiling
768C which terminate at inlet port 718P of closed air conduit 718), are fitted
with a
shaped nozzle 718V having a curvature or radius that induces a converging air
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entry pattern. Comparably shaped nozzles 711V, 712V, 713V, 714V, 715V, 716V
and 717V are preferably fitted to the respective inlet boundaries of air
passage
closure channels 761-767. Subject to geometrical constraints, it is
additionally
preferred that the curvature or radius of shaped nozzles 711V-718V be exactly
or
approximately the same as the curvature or radius of the shoulders of the air
passage distribution channels 721-728 proximate to and over which they are
respectively positioned, or alternatively, larger. It is additionally
preferred that the
transition between the nozzle and the shoulder of the pan channel to which it
abuts
be smooth and devoid of sharp edges or angles.
[00142] Air passage closure tray 760 preferably is fabricated from carbon
fiber,
plastic composites or like materials.
[00143] It therefore can be seen that, in the preferred embodiment, the
assembly of
air distribution tray 720 with an air passage closure tray 760 provides eight
air
management elements, each comprising an air distribution tray element and an
air
passage closure tray element. The air distribution tray element defines an air
distribution channel, and the air passage closure tray element defines an air
passage
closure channel having a leading edge, for the entry of air, and an adjacent
pan
channel. The pan channel is snugly received and fits into a first portion of
the air
distribution channel formed in the air distribution tray element, and the air
passage
closure channel is correspondingly positioned over a second portion of the air
distribution channel formed in the air distribution tray element to form a
closed air
conduit.
[00144] Further, in the preferred embodiment the eight air management elements
are paired into four air management units, two air management elements to a
unit.
The two air management elements in each air management unit are oppositely
arranged; thus for example, the air flow in closed air conduit 711 shown in
Figure
28C is in the opposite direction as the air flow in closed air conduit 712. On
the
other hand, each air management unit is in substance the same as other air
management units; thus while the preferred embodiment utilizes four air
management units, any number of air management units (e.g., one, two, three),
can
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be provided in a side-by-side arrangement to adapt the present invention to a
V-
engine having any even number of cylinders.
Downward Flow System Arrangement Options
[00145] When flange assemblies 310 of intercooler 300 and each of the flanges
of
NA air inlet 410, single channel air inlet 430, dual channel air inlet 450 and
air
distribution tray 720 are identical in size and geometry, and have the same
pattern
of bolt apertures as described above, the air intake system components
described
above provide a wide variety of downward flow configuration arrangement
options.
Various options are given below as non-limiting examples.
[00146] As a first arrangement option, NA air inlet 410 can be secured
directly to
air distribution tray 720. The components utilized for this configuration are
conceptually depicted in Figure 31A in exploded form, and also depicted in
assembled form in Figure 31B and fitted to an engine in Figure 31C. In
particular,
to assemble the components the air inlet flange 413 of NA air inlet 410 is
bolted to
flange 729 of air distribution tray 720 using nuts and bolts. The resulting
assembly
is for delivery uncompressed, uncooled air to the cylinders.
[00147] As a second arrangement option, single channel air inlet 430 can be
secured directly to air distribution tray 720. The components utilized for
this
configuration are depicted in assembled form in Figure 31D. In particular, to
assemble the components the flange 433 of single channel air inlet 430 is
bolted to
flange 729 of air distribution tray 720 using nuts and bolts. The resulting
assembly
is for delivery of compressed, uncooled air to the cylinders.
[00148] As a third arrangement option, single channel air inlet 430 can be
secured
to one face 303 or 308 of an intercooler 300, and air distribution tray 720
can be
secured to the other face 303 or 308 of first intercooler 300. The components
utilized for this configuration are depicted in assembled form in Figure 31E.
In
particular, to assemble the components the flange 433 of single channel air
inlet
430 is bolted to the flange assembly 310 of one face (303 or 308) of
intercooler
300, and flange 729 of air distribution tray 720 is bolted to the flange
assembly 310
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of the other face (303 or 308) of intercooler 300. Separate nut and bolt pairs
can be
utilized to secure each face 303 and 308 of intercooler 300 to its respective
partner
single channel air inlet 430 or tray 720, or the three components (430, 300,
720)
can be secured together using longer bolts passing through all four
flanges/flange
assemblies, as preferred. The resulting assembly is for delivery of
compressed,
cooled air to the cylinders.
[00149] As a fourth arrangement option, dual channel air inlet 450 can be
secured
to one face 303 or 308 of an intercooler 300, and air distribution tray 720
can be
secured to the other face 303 or 308 of first intercooler 300. The components
used
for this configuration are the same as described above in regard to the third
option,
except that the dual channel air inlet 450 replaces the single channel air
inlet 430.
The components utilized for this configuration are depicted in Figure 31F in
exploded form, in assembled form in Figure 31G, and fitted to an engine in
Figure
2. In particular, to assemble the components the flange 453 of dual channel
air inlet
450 is bolted to the flange assembly 310 of one face (303 or 308) of
intercooler
300, and flange 729 of air distribution tray 720 is bolted to the flange
assembly 310
of the other face (303 or 308) of intercooler 300. Separate nut and bolt pairs
can be
utilized to secure each face 303 and 308 of intercooler 300 to its respective
partner
dual channel air inlet 450 or tray 720, or the three components (450, 300,
720) can
be secured together using longer bolts passing through all four flanges/flange
assemblies, as preferred. The resulting assembly is for delivery of
compressed,
cooled air to the cylinders.
[00150] In addition, air passage closure trays 760 having air conduits 711-718
of
different lengths can be utilized with any of the foregoing four non-limiting
options
to further vary the engine performance characteristics. A yet further option
is to
dispense with air passage closure tray 760 entirely, which provides an
additional
way to alter engine performance.
[00151] The foregoing detailed description is for illustration only and is not
to be
deemed as limiting the inventions, which are defined in the appended claims.
