United States Air and Radiation EPA 420-B-97-001
Environmental Protection August 1997
Agency
&EPA Emissions and Fuel
Economy Effects of
Vehicle Exhaust
Emission Control Device
I Printed on Recycled Paper
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United States Air and Radiation EPA 420-B-97-001
Environmental Protection August 1997
Agency
&EPA Emissions and Fuel
Economy Effects of
Vehicle Exhaust
Emission Control Device
(JJ9 Primed on Recycled Paper
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1.0 Abstract
This report describes testing by EPA of the Vehicle Exhaust
Emission Control Device (VEECD) retrofit device under Section
32918 Retrofit Devices (RD). This testing was conducted at the
National Vehicle and Fuel Emissions Laboratory (NVFEL) in Ann
Arbor, Michigan at the request of the device developer, Hawtal
Whiting Environmental Ltd. of the UK since submission of the RD
application, Hawtal Whiting has established a tradename, EVEL™
for the VEECD.
The VEECD is described by the developer in the international
patent application as an embodiment of air bleed principle.
It is intended to be retrofitted to vehicles produced without
any, or with earlier-technology emission control systems. It is
not compatible with newer complex engine management systems or
vehicles equipped with closed-loop three-way catalytic systems.
The device is designed to be inserted into the hose connecting
the inlet manifold to the vacuum brake booster and, as claimed by
the developer, acts to optimize the air/fuel mixture during idle
and deceleration.
The developer claims (RD Application Appendix A) that the
valve significantly reduces CO and HC emissions without
substantially increasing C02 or NOx emissions. Incidental City
Fuel economy enhancement was also claimed. Non-FTP test data
obtained for 1986/87 European vehicles from two laboratories in
the UK was submitted. This data (Appendix B) was analyzed using
the t-test for the difference of constant speed data 30/60/85MPH)
at95% confidence level and the following was concluded:
• The device appeared to reduce CO emission at low speed;
however, this effect is reduced at higher constant speed.
• HC and NOx emissions did not appear to be affected by the
device.
• The device seemed to have negligible effect on C02 emissions
and fuel economy.
The apparent CO emission reduction warranted EPA to proceed
with confirmatory testing of the VEECD device.
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The developer provided two vehicles as basis for the test
program. Both were 1973 model-year light-duty vehicles. One was
a Dodge Dart powered by a 318 cu. in. engine; the other a Ford
Mustang incorporating a base 302 cu. in. engine. Both vehicles
were selected by the developer because they appeared to be close
to original specification and incorporated the early-technology
emission-control systems with which the VEECD is most compatible.
The agreed upon test plan sequence (Appendix C) included a
comprehensive inspection and maintenance identical to that
performed on in-use vehicles in EPA's Recall Program done by
Vehicle Programs and Compliance Division (VPCD). Federal Test
Procedures (FTP) were performed to establish the baseline
tailpipe emission output of both vehicles. The VEECD was then
installed on each vehicle by the developer's representative under
the auspices of EPA personnel in accordance with the written
instructions provided by the developer. The vehicles were again
subjected to FTP testing. The third and final test consisted of
a second baseline test without the VEECD.
Complete test data were collected only on the Ford because
an undiagnosed engine failure in the Dodge prevented this vehicle
from completing the second baseline test.
EPA concludes the following from the testing conducted
on these two vehicles:
• Use of the VEECD resulted in a decrease in hydrocarbon (HC)
and ca'rbon monoxide (CO) emissions and an increase of oxides
of nitrogen (NOx) and carbon dioxide (C02) emissions in both
cars.
• Use of the VEECD resulted in an increase in city fuel
economy in the Ford. Fuel economy in the Dodge remained the
same.
2.0 Background
Under Section 32918 of title 49 U.S.C., EPA is required, in
response to requests from certain sources, to evaluate
aftermarket retrofit devices and fuel additives (collectively
referred to as devices) that are claimed to improve fuel economy
and emissions. EPA receives information about many of these
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devices that are represented by the device developer/manufacturer
as offering a potential for reductions in emissions and/or an
improvement in the fuel economy of conventional automobiles.
EPA's VPCD is interested in evaluating such devices because of
the obvious benefits the test results and analysis have for the
nation. EPA invites developers of devices to submit information
on the principle of operation together with available preliminary
emission test data. In those cases where the
developer's/manufacturer's application meets certain established
program criteria, and the device shows promise in preliminary
screening tests at an independent laboratory, confirmatory tests
may be run at EPA's NVFEL in Ann Arbor, Michigan at the expense
of the applicant. EPA is also required to evaluate devices at
the request of the Federal Trade Commission and may perform such
a device evaluation at the discretion of the EPA Administrator.
The conclusions drawn from EPA evaluation tests are
necessarily of limited applicability. An all encompassing
evaluation of the effectiveness of a device in achieving
performance improvements on the many types of vehicles that are
in actual use would require a large sample of test vehicles.
This is not economically feasible in the evaluation projects
conducted by EPA. Therefore, the conclusions from such device
evaluation tests can be considered to be quantitatively valid
only for the specific test cars used; however, it is reasonable
to extrapolate the results from EPA tests to other types of
vehicles in a directional manner; i.e., to suggest that similar
results are likely to be achieved on other similar types of
vehicles.
3.0 Introduc tion
This report describes EPA's testing of the VEECD air-bleed
device under Section 32918. The evaluation was conducted to
address claims of reduced emissions and incidental improved city
fuel economy performance of this device.
4.0 Purpose of the Teat Program
The purpose of EPA RD test program was to conduct a
controlled technical evaluation of the VEECD air-bleed device in
a manner that would address the developer's specific claims for
significant reduction in HC and CO; with incidental reductions in
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fuel consumption during urban test cycles. Effect of the VEECD
on power, octane requirement, cleanliness of the combustion
chamber, and driveability were not evaluated. The developer made
the following statements with regard to the device:
Purpose:
A mechanical device, which can be easily retrofitted to old
vehicles to significantly reduce CO and HC emissions without
significantly increasing C02 and Nox emissions. Incidental
reduction in fuel consumption, particularly during the urban
cycle is also achieved.
Applicability:
Effective on four-stroke spark ignition engines and
operates with carburetor and fuel-injection systems. VEECD
is not compatible with diesel engines.
Not compatible with complex engine management systems or
vehicles fitted with three-way, closed loop catalytic
converters. Weather and driving conditions do not adversely
affect the functionality of the VEECD.
Theory of Operation:
The VEECD enhances-the efficiency of the mix between air/
fuel ratio in the combustion chamber and it also reduces
overall friction in the non-combustion cylinders.
Construction and Operation:
VEECD is a simple mechanical "T" shaped valve. It is fitted
to the vacuum brake servo line and acts to optimize the air/
fuel mixture during idle and deceleration.
Specific Claims;
Significantly reduces CO and HC levels. Incidental
reductions in fuel consumption, particularly in the urban
cycles have been achieved.
5.0 Test Plan
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The test plan developed by EPA and approved by the developer
was as follows:
• The developer provided two test vehicles. Both were 1973
model-year light-duty vehicles. One was a Dodge Dart, the
other a Ford Mustang.
• Both vehicles were subjected to inspection and maintenance
identical to that performed on more recent model vehicles
selected for testing in the VPCD Recall Program. Both were
tuned as close to manufacturer's specifications as possible
given their age and engine wear, replacing parts as
necessary. The resultant air fuel ratio (APR) was rich of
stoichiometry in both vehicles.
• Baseline FTP testing was performed to establish the
emissions and fuel economy of both vehicles prior to the
installation of the VEECD. The FTP (Federal Register; 40
CFR Part 86; July 1, 1990) is the official EPA test
procedure for determining the exhaust emissions and city
fuel economy of a vehicle. The vehicles were not tested for
evaporative emissions.
• A VEECD was installed in each vehicle and adjusted per
developer's procedure by a developer's representative under
the auspices of EPA personnel. No adjustments were made to
any engine components between tests.
A second set of tests were then performed to evaluate the
performance of the VEECD.
The device was removed prior to the second series of
baseline tests. Again, no adjustments were made to any engine
components between tests. Only the Ford completed this phase of
testing. Due to an undiagnosed engine failure, the Dodge did not
complete its second baseline test.
Claims other than improved city fuel economy and reduced CO
and HC exhaust emissions were not specifically addressed. These
other claims are in large part subjective and procedures for
their evaluation are neither well defined nor routinely used by
EPA. In addition, to evaluate other claims or vehicle system
effects would require extensive vehicle mileage or engine out-of-
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vehicle operation. It should be noted however, that test
technicians noted no driveability problems during the test
driving cycles.
During the program, the device developer was present for all
phases except the first series of baseline tests.
6.0 Results
The results of EPA testing can be found in Table 1. These
data have been analyzed and indicate the following:
• Neither vehicle met all emission standards for which they
were originally designed even though both had been tuned as
close to the manufacturer's specifications as possible and
certain parts replaced as necessary. The resultant air fuel
ratio for both the Dodge and Ford was rich of stoichiometry
at 14.4 and 18.6 respectively. Given the age and engine
wear of the vehicle, this is not unusual.
• HC and CO decreased from each vehicle with installation of
the VEECD.
• HC and CO were decreased by 21% and 31% respectively in the
Dodge; 4% and 20% in the Ford.
• NOx emissions increased from both cars with the installation
of the VEECD; 13% for the Dodge and 10% for the Ford.
• C02 emissions from both cars increased also; 6% for the
Dodge, 4% for the Ford.
• No improvement in city fuel economy was seen in the Dodge;
however, city fuel economy did improve by 2% in the Ford.
7.0 Conclusions
EPA concludes the following from the testing reported (Table
1) above.
EPA testing confirmed the trend of data and claims submitted
by the developer. The VEECD showed a decrease in HC and CO
emissions from two examples of vehicles incorporating older
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emission control system technology. Volumes of such vehicles are
small in the United States so applicability of the VEECD
domestically would be quite limited. However, other geographic
locations where there are high volumes of vehicles with older
emission control systems might benefit from VEECD usage in
reducing CO and HC's provided that any Nox increase does not lead
to increase in ozone (03) levels. Ozone is formed in ambient air
from photochemical reactions of HC's and Nox. A recent report1
emphasizes the increased importance of Nox in 03 formation. The
relative importance of HC and Nox control varies from one part of
a geographic location to another depending on local conditions.
EPA regulates vehicle emissions of CO to meet ambient CO levels
and HC and Nox to meet acceptable 03 levels. Therefore, based
upon this very limited amount of test data from one vehicle that
completed the test plan, it would seem that the use of VEECD on
vehicles containing older technology emission control systems may
be environmentally beneficial because of the reduction in HC and
CO for areas meeting HC and CO controls. However, any Nox
increase must be considered since in some conditions Nox
emissions are more important than HC in ozone formation.
Finally, the fuel economy increase seen in the Ford was not
significant for a test sample of this size.
111 Rethinking the Ozone Problem in Urban and Regional Air
Pollution", National Research Council, 1992, National Academy
Press, 2101 Constitution Ave., NW, Washington, DC 20418.
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TABLE 1
TEST RESULTS FROM EPA TESTING OF TWO VEHICLES
WITH AND WITHOUT VEECD
IN RESPONSE TO DEVELOPER'S APPLICATION
Vehicle
DODGE
Baseline
W/VEECD
% Change
Test tt Date ODO1 H£2 £0_2 NOx2 £Q2 MPG3
301001 3/25/97 61474 3.9 68 3.1 511 14.1
301002 4/08/97 61501 3.1 47 3.5 545 14.1
-21 -31 +13 +6
FORD
Baseline
W/VEECD
Baseline
Retest
% Change
300001 3/25/97 34340 4.9 99.4 1.4 516 12.9
300002 4/8/97 34367 4.3 73.3 1.7 550 13.1
300003 4/9/97 34393 4.1 84.1 1.7 542 12.9
-4
-20 +10 +4
+ 1.5
Original Certification Standards. 3.4 3.9 3.0
Units: 1 Odometer mileage reading but not known if actual.
2 HC, CO, Nox, CO in Grams/mile
3 Miles per gallon
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APPENDICES
A - Application
B - Millbrook Test Data
C - Test Plan
D - Test Vehicle Descriptions
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APPENDIX A
Nf>N-CONFTPENTIAL
KET RETROFIT DEVI™ EVALUATION
APPLICATION
for Hawtal Whiting Environmental Vehicle Exhaust Emissions Control Device
1. Title
Vehicle Exhaust Emission Control Device (VEECD)
2. Identification Information
a) Marketing Identification
No trade names exist as yet, but known internally as VEECD.
b) Tnv?m^r and Patent Protection
i. Mr. Richard Bushell,
107 Offington Lane,
Worthing,
Sussex BN13 9RW
2. Patent Application No. PCT/GB96/00999 (attached)
c) Applicant
(see attached letter from inventor)
i Hawtal Whiting Environmental Limited
Phoenix House,
Christopher Martin Road,
Basildon,
Essex SSI4 3EZ
2- Mr. Ken Tibbitt - Managing Director
3. Mr Ken Tibbitt - Managing Director
Ms Elizabeth McNabb - Business Development Manager
Phoenix House,
Christopher Martin Road,
Basildon,
Essex SS14 3EZ
Tel (44) 1268 531155 Fax (44) 1268 273555
, . Page i o( 4
Hawtal Whiting Environmental Ltd.
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3. Description
Purpose
A mechanical device, which can be easily retro-fined to old vehicles to
significantly reduce CO and Total Hydro-Carbon (THC) emissions
without significantly increasing C02 and NO, emissions. Incidental
reduction in fuel consumption, particularly during the urban cycle also
achieved.
b) Applicability
1 Effective on 4 stroke spark ignition (Gasoline, LPG/CNG) engines and
operates with both carburettor and fuel injection systems. VEECD is not
compatible with diesel (compression ignition) engines.
2- Not compatible with complex engine management systems or vehicles
fitted with three way, closed loop catalytic conveners. Weather and
driving conditions do not adversely effect the functionality of the
VEECD.
c) Theory of Operation
The VEECD enhances the efficiency of the mix between air /fuel ratio in
the combustion chamber, it also reduces overall friction in the non
combusting cylinders.
d) Construction and Operation
VEECD is a simple mechanical T shaped valve. It is fitted to the vacuum
brake servo line and acts to optimise the air/fuel mixture during idle and
deceleration.
e) Specific Claims
Significantly reduces CO and THC levels. CO reductions in excess of
50% are often achieved as verified by the attached results from Millbrook
Proving Grounds Emission Laboratory, an internationally recognised
independent test laboratory and AEA Technology, the UK's Atomic
Energy Authority based in Harwell. The tests at Millbrook were
witnessed and verified by the "Vehicle Certification Agency", VCA. The
VCA is the UK's national approval authority for new road vehicles. This
report is also attached.
Incidental reductions in fuel consumption, particularly in the urban cycles,
have been achieved. This has been verified by the attached fuel
consumption certificate from Evans Halshaw (Sussex) Ltd..
Hawtal Whiting Environmental Ltd. . Page 2 of 4
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Cost and Marketing
HW Environmental does not intend to sell this product directly to
end-users. Our preferred method of marketing is via technology licences,
thus we have not set a retail price. However we estimate that
manufacturing and packaging costs will be less than US S30.
A small production run of 6000 units has been successfully produced in
the UK.
Installation
Note: The VEECD is designed to be fitted by a competent engineer who has a
basic knowledge of engine diagnostics using a gas analyser. The VEECD is
not intended to be fitted by the car owner. The information in this section has
been therefore kept to a minimum. It includes non-confidential information
only. However, attached is a confidential document, for EPA use only, that
covers the installation of the VEECD in more depth. This is for the EPA
engineer who will be testing the unit.
a) Equipment
The equipment necessary to install iKe VEECD is non specialist with the
exception of one item, a specialised tuning tool. The other tools include
a pair of efficient pipe cutters, a screwdriver, and a gas emission analyser
which records CO and THC gases.
b) Operation
The installation of the VEECD is simple. It can be fined by any engineer
who has a basic knowledge of engine diagnostics using a gas analyser
which reads CO and THC gases. Prior to fitting, the vehicle's engine
should be tuned to manufacturers specification.
/
Using a gas analyser and the specialised tuning tool provided, the VEECD
can be tuned accurately to the vehicle's requirements. The reduction in
CO and THC will be clearly seen as adjustment occurs.
Once the optimum setting has been achieved, the filter pad and lock ring
should be fitted to the unit and the installation is then complete.
c) Safety
Tuv of Europe certify that the VEECD has no adverse effect on braking
efficiency. See attached report.
Hiwtal Whiting Environment* Ltd. Page 3 of 4
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d) Maintenance
Annual replacement of the filter and other minor components is
recommended.
5. Effects on Emissions and Fuel Economy
b) Test Results Report attached.
Evans Halshaw - Fuel Consumption Certification - Feb 95
Tuv - Gutachillche Stellungnahme Benzinspargerat - Feb 95
Eco System '96
ABA Technology - Emissions Fuel Consumption Tests on Mine Device - Oct. 95
Millbrook - Eco-System effect on vehicle emissions during -Nov95
EPAII (urban) driving cycle and constant speeds
VCA - Eco-System emissions reduction device - Jan 96
6. Testing
Vehicle must be set to manufacturers recommended specification.
Havvttl Whiting EnwonrmrtiJ Ltd. Pag* •»-»•*
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20th January, 1997
NON-CONFIDENTIAL
EPA AFTERMARKET RETROFIT DEVICE
EVALUATION APPLICATION
For Hawtal Whiting Environmental'*
Vehicle Exhaust Emissions Control Device
PATENT APPLICATION
PATENT APPLICATION:- PCT/GB96/00999
INTERNATIONAL PUBLICATION:- WO 96/34194
Hawtal Whiting Environmental Ltd.,
Phoenix House;
Christopher Martin Road,
Ba>ildon, Essex SS14 3EZ
Tel: (01268)531155
Fax: (01268) 273555
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PCT
WORLD INTELLECTUAL PROPERTY ORGANIZATION
International Bureau
INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PCT)
(51) International Patent Classification 6 :
F02M~23/09
A2
(11) International Publication Number: WO 96/34194 I
I
(43) International Publication Date: 31 October 1995 (31.10.95! '
(21) International Application Number: PCT/GB96/00999
(22) International FUing Date: :5 April 1996 (25.04.96)
(30) Priority Data:
9508519.7
9521576.0
27 April 1995 (27.04.95) GB
20 October 1995(20.10.95) GB
(71)(72) Applicant and Inventor: BUSHELL. Richard, Nigel
[GB/GB]; 7 Chapel Road. Worthine. West Sussex BM1
1EG (GB).
(74) Agents: DOWNING, Michael. Philip et al.; Fry Heath &
Spence. The Old College. 53 High Street. Horley, Surrey
RH6 7BN (GB).
(81) Designated States: AL. AM. AT. AU. AZ. BB. BG. BR. BY.
CA. CH. CN. CZ. DC. DK. EE. ES. Fl. GB. GE. HU. IS.
JP. KE. KG. KP. KR. KZ. LK. LR. LS. LT. LU. LV. N!D.
MG, MK. MN'. MW.'MX. NO. NZ. PL, PT. RO. RU. SD.'
SE. SG. SI. SK. TJ. TNI. TR. TT. UA. UG. US. UZ. \'N.
ARIPO patent (KE. LS. MW. SD, SZ. UG), Eurasian parent
(AM. AZ. BY. KG. KZ. MD. RU. TJ. TM). European patent
(AT, BE, CH. DE. DK. ES. Fl. FR. GB, GR. IE. IT. LU.
MC, NL. PT. SE1. OAPI patent (BF. BJ. CF, CG. CI, CM.
GA, ON. .ML. MR. NE. SN. TD. TG).
Published
Without international search report and to be republished
upon receipt of tkc: report.
i :
(54) Title: AUTOMATIC VALVE FOR THE INLET MANIFOLD OF AN INTERNAL COMBUSTION ENGINE
(57) Abstract
An automatic bleed valve is disclosed, suitable for attachment to
the inlet manifold of an internal combustion engine in order to provide an
effective embodiment of the "air bleed" principle. Small amounts of inlet
air are allowed into the inlet mar.ifold at periods of high vacuum (low-
pressure) present during deceleration. The valve closure (38) is biassed
by a biassing means (36). e.g. a compressing spring, which acts on the
face of the closure disposed away from the seat (22). Other aspects
provide for a valve seat which is adjustable in position relative to the
closure, a closure and seat of different plastics materials, and a closure
with a conical aspect, preferably paired w-ith a seat with a complementary-
contact portion.
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FOR THE PURPOSES OF INFORMATION OSLY
Codes used to identify States party to the PCX on the front pages of pamphlets publishing international
applications under the PCT.
AM
AT
AU
BB
BE
BF
BG
BJ
BR
BY
CA
CF
CC
CH
CI
CM
CN
CS
CZ
DE
DK
EE
ES
Fl
FR
CA
Armenia
Austria
Australia
Btrtxdos
Belgium
Burkina Fuo
Bulgiru
Benin
Breiil
Belarus
Canada
Central African Republic
Congo
Switzerland
Cote d'lvoirt
Cameroon '
China
Czechoslovakia
CzKh Republic
Germany
Denmark
Estonia
Spam
Finland
Prince
Gabon
GB
GE
GN
GR
HU
IE
IT
JP
KE
KG
KP
KR
KZ
LI
LK
LR
LT
LL
LV
MC
MD
MG
MI.
MN
MR
United Kingdom
Georgia
Guinea
Greece
Hungary
L-:tand
Italy
Jaran
Kenya
Kyrgysian
Democratic People's Republic
of Korea
Republic of Korea
Kazikhs:an
Liechtenstein
Sri Linka
Li^ena
LK'nuania
L-jiembourg
Latvia
Monaco
Republic of Moliova
S^adagucar
Mali
Mongolia
MaLrumia
MW
MX
NE
S'L
SO
SZ
PL
PT
RO
RL
SD
SE
5G
SI
SK
SN
SZ
TD
' TG
TJ
TT
LA
LG
LS
LZ
vy
Malawi
Mexico
Siger
Netherlands
Soruay
Neo Zealand
Poland
Pirvjgil
Romania
Russian Fedmuon
Sudan
Sweden
Sinsipor;
Slovenia
Slovakia
Senegal
Swaziland
Chad
Tjgo
Ta.iikinin
Tnniiiad and Tosaso
L'sraine
Uganda
L'niicd Sues of Amtr.-i
L'zoekisun
^'iep. Sam
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WO 96/34194 . PCT/GB96/00999
AUTOMATIC VALVE FOR THE INLET MANIFOLD OF AN INTERNAL COMBUSTION ENGINE
The present invention relates to an automatic bleed
valve. It is especially suitable for attachment to the
inlet manifold of an internal combustion engine.
The principle of "air bleed" has been known for many
years. This principle states that allowing a small amount
of additional air into the inlet manifold of an internal
combustion engine at times of particularly low pressure
(hich vacuum), for example during moments of acceleration
or deceleration of the engine, will allow significantly
more efficient fuel burning within the engine. This
should, in theory, reduce the emission of pollutants such
as carbon monoxide (CO) and unburnt hydrocarbons (KG).
However, to the knowledge of the inventor, no commercially
useful embodiment of this principle has been produced.
This is essentially because the reaction time of a bleed
air supply must be extremely small in order to keep up with
~'i° variations in vacuum in the inlet manifold. -As an
example, the period for which air must be supplied is cf
the order cf tens of milliseconds.
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WO 96/3-. 194 PCT/CB96/00999
2
Early examples of this principle can be found in
G3496409 from 1937 and GB690535 from 1950. Such devices do
not appear to have become common in the field.
G3 2129869 and GB 2213875 propose arrangements in
which a ball bearing-based non-return valve is arranged to
supply bleed air to the inlet_ manifold. The ball bearing
is biased towards a valve seat by a spring. However, the
response time of these versions are lower than desirable,
and in addition the. CO and HC reductions achieved are
disappointing, even taking into account the lower response
time.
In recent times, attention has been directed to
computer based engine management systems (EMS). These are
essentially microprocessors supplied with data from a
number of sensors distributed around the engine. The EMS
notes this data and compares it with preset data and/cr
algorithms and actively manages certain variables in order
to optimise the fuel burning characteristics. However,
such a system will inevitably be reactive in that an
imbalance must first be detected and then corrected after
it has existed for a certain period. Thus, the efficiency
of such systems is inherently limited by their processing
times.
Recent attention has therefore been directed to
providing ever better response times fcr an existing EMS.
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WO 96/34194 PCT/GB96/00999
The present invention provides a working, useful
embodiment of the air bleed principle. To do so, it
proposes a number of departures from the existing
arrangements.
The present invention therefore provides, in its first
aspect, an air inlet valve for the inlet manifold of an
internal combustion engine, comprising a valve seat and a.
valve closure, the seat and the closure having
complementary-formed conical mating surfaces, the closure
being biassed toward the seat by a biassing means acting on
the face of the closure disposed away from the seat.
It is preferred if, in this arrangement, the biassing
means is disposed in the lee of the valve closure thereby
to Ii3-.it disturbance of airflow over the' closure.
A suitable biassing means is a compressicn spring. In
that case, it is preferred if the compression spring alone
supports the valve closure. This can facilitate placing
the spring in the lee of the closure, and generally reduces
the r.ujirJaer of parts within the potential airflow path of
the valve.
Ir. its sacond aspect, the present invention provides
an air ir.let bleed valve for the inlet -a.-.ifold of an
interr.ai co.TJusticn engine, comprising a valve seat member
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WO 96/3419-1 PCT/GB96/00999
4
and a valve closure element biased towards the valve seat
member, the seat member and closure ele.7ie.it being enclosed
within a housing, wherein the valve seat member is
locatable within that housing in any one of a plurality of
"positions displaced longitudinally with respect to the
biassing cf the valve closure element.
Thus, the strength of biasing of the valve closure can
be varied, together with, the internal volume behind the
valve arrangement. This allows the arrangement to be tuned
to a particular engine. Whilst the ideal air fusl ratio is
14.7 to 1, an individual engine may be set to run at
anywhere between 10 to 1 and 12 to 1, to provide for smooth
and robust running. The exact ratio for which a particular
engine is set will generally differ from the next engine in
line. Thus, the exact pressure in the inlet manifold which
correspcnds to normal running, sharp acceleraticr,, and
sharp deceleration will vary from engine to engine. By
this aspect of the present invention, the inlet valve can
thus be tuned to reflect this.
Preferably, the valve seat is moveable longitudinally
by rotation of a screw thread arrangement. Ideally, the
screw threads will be external of the seat and internal
within a cylindrical bore in the housing. Suitably, the
seat can be disc-shaped. Thus, the adjustment screw can be
securely enclosed within the housing. This prevents
tampering and enables the vendor of the article to provide
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WO 96/3,194 PCT/GB96/00999
5
a guarantee. Preferably, the housing is sealed against
tampering, for example by use of a snap ring retainer for
a porous lid. Snap rings are known per se and cannot be
removed without damage to and hence sacrifice of the ring.
A fine pitched screw thread is preferred, to allow
more precise adjustment. A preferred maximum pitch is
30um.
These aspects allow embodiments of the present
invention to achieve reductions in CO and HC pollutants
that are closer to those predicted from the theoretical
application of the air bleed principle, and significantly
better than the ball bearing design.
The present invention also, independently, provides a
tool suitable for adjustment of such a preferred valve
seat.
This tool, which is according to the third aspect of
the present invention, comprises an elongate engagement
portion extending from a handle, a tip of the engaging
portion having means for inter-engagement with the valve
seat, and a longitudinal flow passage running inter-ally of
the engagement portion from the tip thereof to an outlet
displaced from the tip of the elongate portion. Thus, the
tool can be used to engage and rotate the valve seat whilst
still allowing passage of air through the valve, via the
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WO 96/34194 PCT/GB96/00959
6
flow passage. Preferably, the passage is narrower in
cross-section than the aperture of the valve seat, to
provide a venturi acceleration of the air passing
therethrough. This should give an audible effect when air
is passing which will be detectable by an engineer tuning
the device, to aid. such tuning. Alternatively, or in
addition, the outlet of the internal passage can be located
in the vicinity of the handle, so at to allow a thumb or
other digit to be placed near the outlet to sense air flow
directly.
In a particularly preferred version, the tip of the
elongate portion includes a sealing means for sealing
against the valve seat.
The engagement means can be a simple projection or
pair of projections on the tip of the elongate portion
which engage in corresponding recess(es) on a face of the
valve seat, or vice versa.
In its fourth independent aspect, the present
invention provides an air inlet bleed valve for the inlet
manifold of an internal combustion engine, comprising a
valve seat and a valve 'closure element biased toward the
valve seat and a flow passage leading from tha valve seat
to a connection port for communication with the inlet
manifold, wherein the cross-sectional area cf the flow
passage at a point intermediate the connecticr. port and
-------
WO 96.04194 PCT/GB96/00999
7
valve seat is less than the cross-sectional area of the
flow passage at points both upstream and downstream of that
intermediate point.
Thus, the flow passage provides a form of "venturi".
It has been found by the inventor that such an arrangement
surprisingly provides a much quicker transmission of the
inlet manifold pressure to the valve seat and closure.
Thus, the bleed valve will react very much more quickly
than otherwise.
In its fifth independent aspect, the present invention
relates to an air inlet bleed valve for the inlet manifold
of an internal combustion engine, comprising a valve seat
and a valve closure element biased toward the valve seat,
wherein the valve closure is conical in external section,
the inclusive angle of the cone being between E5 and 125°,
preferably 75 to 105°, more preferably 25 to 95°, and
wherein the seat is correspondingly formed to provide a
measure of sealing against the closure element.
Such an inclusive angle has been found to enable swift
response of the valve closure element in terms cf the
translationai distance required to open the valve to a
sufficient extent, whilst being sufficiently narrow to
minimise the disturbance to air flow across the closure
element.
-------
WO 96,04194 PCT/CB96/00999
8
More preferably, the valve closure element is free
floating with respect to the valve seat. One way of
achieving this to support the valve closure element via the
biasing means only.
3y these preferred arrangements, the valve closure
element becomes self centring_. This notably improves the
sealing when closed, which is of great benefit in this
context. Failure to close promptly and properly may cause
an increase in fuel consumption, in certain circumstances.
In its sixth independent aspect, the present invention
provides an air inlet bleed valve for the inlet manifold of
an internal combustion engine, comprising a valve seat and
a valve closure element biased toward a valve seat, wherein
the closure and seat are of a different plastics material.
Plastics material is advantageous in this circumstance
because the resultant lower weight of the closure element
reduces the inertia of that element and thereby increases
the reaction speed. A suitable plastics material for one
of the element is nylon 66, and it is particularly
oreferrec if the seat is formed of this material. However,
the use cf identical plastics materials for both the seat
and closure has been found to result in unacceptably high
rates of wear.
A particularly suitable material for the closure
element is a PTFE/acetal mixture. The ?T~I component is
-------
WO 96/34194 PCT/GB96/00999
9
preferably between 90 and 98%, balance acetal. A
particularly preferred composition is about 95% ?TFE and
about 41 acetal. This material is preferred because the
PTFE gives an especially low friction surface which
•increases the reaction speed, whilst the acetal ensures
that the element has a sufficient strength.
Such a low friction surface for the valve- gives
surprisingly better response times. It is thought that
this is because it reduces the tendency of the valve
closure to "stick" temporarily whilst travelling to the
closed position. In extreme circumstances, it is possible
for the valve closure to sit in an open position, held in
place by friction alone. Such a situation can lead to
increased fuel consumption.
A preferred opening pressure for the valve of all the
above aspects is 14 inches of Mercury. Clearly, many of
the valves encompassed by the above aspects will be
adjustable in respect of the pressure at which they open,
in which case it is preferred that they are capable of
adjustment so as to open at that pressure.
In the case of relatively large engines, it has been
found by the inventor that further improvements in
emissions reduction can be obtained by providing two such
valves in parallel, with one valve opening at a higher
pressure than the other. This means that at very high
-------
WO 96/34194 PCT/GB96/00999
10
vacuum levels, larger volumes of air can be supplied
correspondent with the higher demands of a larger1 engine.
Suitable pressures are between 13 and 17 inches for one
valve and upwards of 16 inches for the second, subject to
it being greater than that for the first valve.
The present invention also relates to an internal
combustion engine comprising an air inlet bleed valve
communicating with the volume enclosed by the inlet
manifold, wherein the air inlet bleed valve is in
accordance with at least one of the above aspects. It also
relates to a vehicle incorporating such an internal
combustion engine.
Embodiments of the present invention will now be
described by way of example, with reference to the
accompanying Figures in which:-
Figure 1 is partially exploded cross-sectional view of
an embodiment of the present invention;
Figure 2 is a detailed view of the valve closure
element of Figure 1;
Figure 3 is cross-sectional view of a tool according
to an aspect of the present invention;
Figure 4 is a sectional view of Figure 2 along the
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WO96/3-J19-1 PCT/CB96/00999
11
lines IV-IV of Figure 3;
Figure 5 is a partially exploded cross-sectional view
of a further embodiment -of the present invention; and
Figures 6a and 6b are plan views of the shutter of
Figure 5 in the open and closed positions respectively.
Referring to Figure 1, this shows a bleed valve
according to the present invention, along with dimensional
information for the relevant parts illustrated. It can be
seen that the valve comprises a generally cylindrical body
portion 10 which has an internal passage 12 extending along
the length of the body portion 10. Within the passage 12
are, in sequence, a filter housing 14 at the open end of
the passage 12 which holds a filter 16 by sandwiching it
between a ledge on filter housing 14 and a retaining
• circli? 18, an internally threaded portion 20 within which
is held a valve seat 22, a progressively narrowing region
24 culminating in an internal ledge 26, ana a progressively
widening portion 23 in the outlet of which is inserted a
closure element 30 which seals the passage 12. A
commur.ication tube 32 is engaged within a tapped bore 34
leading to the passage 12. Thus, ttie tube 32 provides an
outlet within the passage 12.
7he valve seat 22 has an external screw-thread which
engages with the threaded portion 20 of the passage 12.
-------
WO 96/3419-) PCT/GB96/00999
12
The threaded portion 20 is greater in longitudinal extent
than the height of the valve seat 22, and therefore
rotation cf that valve seat 22 within the screw-thread will
cause the longitudinal position of the valve sea, 22 to
alter. The pitch of the screw thread is 13/16 thousandths
of an inch, or 20pjn.
A spring 36 lies within the .passage 12 and rests at
one end on the ledge 26, where it is held in a tight fit
within the progressively narrowing portion 24. The spring
36 is 12 .Tin long. At its other end, the spring supports a
valve closure element 38, shown in more detail in Figure 2.
This has. a cylindrical portion 40 which is a snug fit
inside -he spring 36, and a cone-shaped portion 42 which
fits within the aperture of the valve seat 22. In the
embodiment shown, the base of the cone 42 is wider than the
cylindrical portion 40, but this is not essential. It
would however be necessary to provide a simple ii? onto
which the end of the spring 36 could abut to prevent the
valve closure element falling into the spring. What is
necessary is that the cone portion-42 is able to provide a
measure cf sealing against the valve seat 22.
On the tc? (outer) surface of th.e valve seat 22 are a
pair cf rerssses (not shown) for engagement with the tool
illustrated in Figures 3 and 4. The use and purpose of
this will ia described later.
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WO 96/3419, PCT/GB96/00999
13
In use, the tube 32 is connected to the inlet manifold
of an internal combustion engine, and sudden increases in
the vacuum (decreases in pressure) in the inlet manifold
above a predetermined magnitude will be transmitted to the
passage 12 and result in the bleed valve opening slightly
to allow additional bleed air. It has been found by the
inventor that the progressive narrowing of the passage 12
to a minim-am diameter, in this example at the ledge 25,
provides a venturi effect which speeds the reaction time of
the device. The exact mechanism for this is not yet known,
but it is believe'* to lie in the creation of a form of
vortex within the flow passages.
The exact pressure at which an individual engine will
benefit from bleed air will vary according to the engine,
and is generally not precisely predictable. However, this
embodiment can be tuned to a particular 'engine by rotating
the valvs seat 22 and thereby displacing it upwards or
downwards as illustrated. This will both vary the volume
within the passage 12 behind the valve, and the
prstensioning of the spring 36 when closed. Both of these
will vary the reaction characteristics cf the valve and
allow it to be tuned to a particular engine. It is
preferred if the valve is set to open at about 14 inches of
Mercury or greater.
The valve closure element 33 has an inclusive angle
(in this embodiment) cf 115.4°. This is particularly
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WO 96/3-119-! PCT/GB96/00999
14
suitable for a high performance engine. In a normal family
car, ar. inclusive angle of about 90° would be more
appropriate. Essentially, the precise angle is a trade-off
between the distance which the valve closure element 38
--must travel (and hence the reaction time) and the effect of
the obstruction on the air flow rate.
The valve seating is a complementary shape to the
valve closure element, slightly tapered at its outer side
to aid air flow.
The filter 16 is necessary since the unit will be
installed under the bonnet of a vehicle. A suitable form
of filter is crushed steel wool, which is a commercially
available form of filter. Sintered ceramic filters are
also possible, but steel wool is preferred due to its
lesser resistance to air flow.
A notable advantage of the arrangement illustrated is
that the' circlip IS and filter 16 prevent unauthorised
access to the internal parts of the valve. Thus, once the
valve has been tuned to a particular engine (which will of
course necessitate removal of the filter 15 to gain access
to the valve seat 22), the unit can be sealed until its
next service, allowing the imposition of a warranty.
The materials selected for the various parts are
significant. The body 10, tube 32, closure element 30, and
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WO 96/34194 PCT/GB96/00999
15
filter holder 14 and circlip 18 are all structural parts
and can be made from, for example, aluminium. This'however
is not particularly vital so long as the parts can be
manufactured to necessary tolerances. In the case of
aluminium, an anodising finish is preferred for corrosion
reasons.
However, the valve seat 22 and valve closure element
38 must react very quickly to changing pressures behind and
be of a wear-compatible material. Thus, a low density
material is preferred for the valve closure element 38 in
order to reduce its weight, and this suggests plastics
material. This also implies plastics material for the
valve seat 22, for wear reasons, but it has been found by
the inventor that the use of Nylon 66 for both materials
results in a higher wear rate than preferred.
In this embodiment, therefore, the valve seat 22 is of
Nylon 66, whilst the valve closure element is of a
commercially available mix of 94% PTFZ and 41 acetal. This
combination is preferred because one material is a polar
polymer, whilst the other is non-polar. Hence they are
incompatible and will not fuse at the microscopic level.
As mentioned above, for large engines it can be
beneficial if two such valves are connected i- parallel.
A suitable arrangement is for the outlet 32 cf cr.e valve to
connect with the internal space 12 of the ether. One valve
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WO 96/34194 PCT/GB96/00999
16
is then set to open at a higher pressure that the other,
for example 13 to' 17 inches of Mercury for one and 16
inches or greater (but in any case greater that the first)
for the second. This the allows a greater volume flow of
.air at particularly high vacuum levels in order to satisfy
the higher demands of a larger engine.
Figures 3 and 4 show two cross-sections of a tool
suitable for tuning the previously described valve. The
tool comprises a handle 50 from which extends an elongate
portion 52 which is sufficiently narrow to extend into the
interior cf the passage 12 at its outer end. At the tip of
the elongate portion 52 is an 0-ring seal 54, and within
the G-rinc seal are a pair of projections 56a and 56b.
Between the projections 56a and 56b is the opening cf an
internal flow passage 58 which communicates with opening 60
at the junction between the handle 50 and elongate portion
52. In usa, the filter 16 and circlip 18 are removed, and
the tool is inserted into the passage 12. The projections
56a and 56b engage in corresponding recesses on the outer
surface cf the valve seat 22, and the 0-ring 54 seals
against the valve seat 22. At this stage, the engine is
running. The operator can rotate handle 50, which adjusts
the vertical position of the valve .seat 22 in the manner
crevisusly described. During this time, all air being
tak.er. by the valve will be drawn through the passage 53 cue
to the G-rir.g 54. Since the passage 53 is narrower than
the passage 12, a "sucking" noise will be heard as the
-------
WO 96.04194 PCT/GB96/00999
17
valve opens, which will aid the operator in tuning the
valve. Since the outlet 50 is at the edge cf the handle
50, an operator can place a finger or other digit close to
or nearly over the opening 60 to provide further
"confirmation of air flow.
Figure 5 shows a further_embodiment of .the invention.
In this embodiment, many parts are common to the first
embodiment, shown in Figure 1, and like reference numerals
are used to denote like parts. There are however a number
of significant differences which are as follows.
The biasing spring 36 which biases the valve closure
element cf 38 toward the valve seat 22 is seated in a ledge
62 which is movable along the axis of the spring under
control of a servo motor 64. That servo is controlled by
a programmable controller 66 which is fed with engine
running information, for example from an engine management
system, by cables 68. Thus, the valve tension is>
continuously adjustable within limits and this will enable
the vacuum pressure at which the valve opens to be adjusted
during operation of the engine.
This enables the unit to be -uned curing running of
the • engine to setting which correspond -3 the type of use.
For example, different demands are placed on the engine at
idle, urban and cruise conditions and the unit can react to
different driving conditions detected via the data arriving
-------
• 18
in cables 68. Tha programmable controller 66 will contain
pre-recorded setting* corresponding to different
conditions.
It has been found that if tha spring ledge 62 is aoved
so aa to decrease the tension in the spring 36" at a tiae
when the valve is opened, the reduced tension combined with
the established airflow through the valve can mean that the
valve does not than properly close of its own accord.
Hence, in this embodiment, a shutter 70 is provided. The
shutter 70 is under tha control of a servo 72 which is in
turn actuated by an Interface unit 74. In this embodiment,
the shuttsr 70 is a thrse leaf blade shutter, and is shown
in its open and cloved poaitions in Figures 6a ind fib
respectively.
Thus, immediately before the spring ledge 62 is moved,
the shutter servo 72 acts to close the shutter 70, which
prevents any further airflow and causes the pressures
either aide of the valve to equalise and hence closes the
valve: The spring seat 62 is then adjusted to the correct
position by its servo 64. The shutter is then opened and
operation resumes.
The shutter 70 and servo 72 arc arranged such that in
the event of an electrical or electronic failure within the
system, the shutter 70 closes, taking the unit out of
action and thus having no effect on the engine. This "fail
-------
19
oaf a" action prevent* fault* in the unit affecting the
•
engine in a detrimental fashion.
With the shutter in place, it is clearly inposaible to
adjust the valve seat 22 using the tool shown in figures 3
and 4. Thus, coarse adjustment of the valve is only
possible during assembly, and leaving fine adjustment to he
carried out via the servo 64. This acts as e further means
to prevent tampering with the unit by the user, which might
invalidate a warranty.
In a preferred form of the invention, the embodiments
of Figure 1 or Figure 5 are combined with a water injection
means which acts to Inject water Into the fuel air mixture
during periods of acceleration i.e. low vacuum. Such water
injection is known to be beneficial to the engine
performance during periods of acceleration, and thus a
combined syetam will be beneficial during both acceleration
and deceleration (during which the high vacuum causes the
valve to open).
It will be appreciated by those skilled in the art
that the above described embodiments are purely akemplary
of the present invention, and that many modifications could
be maoe whilst remaining within the scope of the present
invention. For example, the closure element 30 could be
formed integrally with the body portion 10, as could the
outlet tube 32 or the filter holder 14. Alternatively, or
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WO 96/34194 PCT/GB96/00999
20
in addition, a secondary filter could be added before the
filter 16 to provide an element cf ?refiltration and
alleviate clogging of the filter 16. This -light be
desirable in dusty countries. Equally, the precise
"dimensions given are illustrative only and other dimensions
could be selected although the present inventor has found
that those dimensions shown give good results. Tests of
the device illustrated achieved an 80% CO reduction and up
to 70% KC reduction.
The device can be manufactured as a discrete unit, as
illustrated, which is suitable for retro-fitting to'
existing.vehicles or fitting during assembly. Equally, the
device can be physically incorporated ir.-o the inlet
manifold as an integral part thereof.
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WO 96/3-119-1 PCT/CB96/00999
21
CLAIMS
1. An air inlet valve for the inlet manifold of an
internal combustion engine, comprising a valve seat
and a valve closure, the seat and the closure having
complementary-formed conical mating surfaces, the
closure being biassed toward the seat by a biassing
means acting on the face of the closure disposed away
from the seat. .
2. 'An air inlet valve according to claim 1 wherein the
biassing means is disposed in the lee of the valve
closure thereby to limit disturbance of airflow over
the closure.
3. An air inlet valve according to claim 1 or claim 2
wherein the biassing means is a compression spring.
4. .An air inlet valve according to claim 3 wherein the
compression spring alone supports the valve closure.
5. .An air inlet bleed valve for the inlet manifold of an
internal combustion engine, comprising a valve seat
member and a valve closure element biased towards the
valve seat member, the seat member and closure element
being enclosed within a housing, wherein the valve
seat member is locatable within that housing in any
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WO 96/3419J - PCT/GB96/00999
22
one of a plurality of positions displaced
longitudinally with respect to the Massing of the
valve closure element.
6. An air inlet bleed valve according to claim 5 wherein
the valve seat is moveable longitudinally by rotation
of a screw thread arrangement.
7. An air inlet bleed valve according to claim 6 wherein
the screw threads are external of the seat and
internal within a cylindrical bore in the housing.
8. An air inlet bleed valve according to any one of
claims 5 to 7 wherein the seat is disc-shaped.
9. An air inlet bleed valve according to any one of the
preceding claims wherein the housing is sealed against
tampering.
10. An air inlet bleed valve according to claim 9 wherein
the sealing is by use of a snap ring retainer for a
porous lid.
11. An air inlet bleed valve according to any one of
claims 6 to 8, or 9 to 10 as dependent on claims 6 to
8 wherein the screw thread has a pitch of 20pm or
less.
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WO 96/34194 PCT/GB96/00999
23
12. An air inlet bleed valve for the inlet manifold of an
internal combustion engine, comprising a valve seat
and a valve closure element biased toward the valve
sear, wherein the valve closure is conical in external
section, the inclusive angle of the cone being between
55 and 125°.
13. An air inlet bleed valve according to claim 12,
wherein the inclusive angle of the cone is between 70
and 100°.
14: An air inlet bleed valve according to claim 13 wherein
the inclusive angle of the cone is between 35 and 95°.
15. An air inlet bleed valve according to any one of
claims 12 to 14 wherein the seat has a con-act region
with the closure, which region i-s tapered with a
substantially corresponding angle.
16. An air inlet bleed valve according to ar.y one of
claims 12 to 15 wherein the valve closure element is
free floating with respect to the valve seat.
17. An air inlet bleed valve according to claim 15 wherein
z. biassing means both biases the valve closure element
toward the valve seat and supports tr.a valve closure
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W0 96.04194 PCT/CB96/00999
24
18. An air inlet bleed valve according to claim 17 wherein
the biasing means is a spring.
19. An air inlet bleed valve for the inlet manifold of an
internal combustion engine, comprising a valve seat
and a valve closure element biased toward a valve
sea-, wherein the closure, and seat are of a different
plastics material.
20. An air inlet bleed valve according to claim 19,
wherein one of the seat and closure are of nylon 66.
21. An air inlet bleed valve according to claim 20 wherein
the seat is formed of Nylon 66.
22. An air inlet bleed valve according to any one of
clai-.s 19 to 21 wherein the closure element is a
PTFI/acetal mixture.
23. An air inlet bleed valve according to claim 22 wherein
the zixture comprises between 90 and 931 PTFI, balance
acetal and inevitable impurities.
24. An air inlet bleed according to claim 23 wherein the
?T~Z cc."cnent is substantially equal to 961.
f
25. An air ir.let bleed valve for an engine rr.anifold
substantially as any one described herein with
-------
25 '
~ reference to the accompanying drawines.
26. An air inl«t bleed valve according to any prtcading
claim which is adapted to open at an internal pressure
of about 14 inches of Mercury or greater.
27. An air inlat arrangement comprising two air inlet
valves/ each being according to any preceding claim,
each being adapted for connection to the inlet
manifold of an internal combustica engine, one inlet
vaivi being adapted to open at e !int vacuum
pressure, the second being adapted to opaa at a second
vacuun pruture, tho 8»ccnd vasuuc pressure being*
higher than the first vacuum pressure.
28. An Air inlet arrangement according to clain 27 wherein
the first vacuum pressure is between 12 and 17 inches
of Mercury and the second vacuum pressure is greater
than larger of 16 inches of Mercury and the first
vacuum pressure.
29. An air inlet arrangement according te claim 27 or
clain 2B wherein the outlet of the firs', or second
inlet valve is connoctad to tiia ir.tarior c* the second
or first inlet valve respectively at a point
of the valve seat and valve cieaure.
30. An internal combustion engine coaprisir.c ar. air inlet
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W0 96/34194 PCT/GB96/00999
26
bleed valve according to any one of claims 1 to 25 or
an air inlet arrangement according to any one of
claims 27 to 29, the valve or arrangement
communicating with the volume enclosed by the inlet
manifold.
31. A vehicle incorporating an internal combustion engine
according to claim 30.
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WO 96/34194
PCT/GB96/00999
/3
7mm
70mm
Umm
8mm ' 12mm
28mm
SUBSTITUTE SHEET (RULE 26)
-------
WO 96/3-1194
2/3
PCT/GB96/00999
9.5mm
1 -L
Un
8mm
I
6mm
FIG.2.
FIG.4.
SUBSTITUTE SHEET (RULE 26)
-------
WO 96/3-119-1
PCT/GB96/00999
3/3
'18
16
rn FIG.5.
FIQ.6b.
SUBSTITUTE SHEET (RULE 26)
-------
APPENDIX B
Millbrook Test Data
Data Set A
Vehicle Configuration--Stock
Units
Phase 1 gm
Phase 2 gm
Combined g/km
SO.
Nox
C02
Units
Fuel Used
5.623
7.105
1.062
24.627
44.039
5.729
17.433
13.049
12.543
1068.2 litre/lOOkm 8.24
1258.9 litre/lOOkm 9.21
194.2 litre/lOOkm 8.75
Vehicle Configuration--With Device
Units
Phase 1 gm
Phase 2 gm
Combined g/km
Nox
C02
Units
5.598
5.901
0.963
12.360
16.678
2.440
17.330
12.337
2.485
Fuel Used
1075.7 litre/lOOkm 8.20
1288.3 litre/lOOkm 9.12
198.0 litre/lOOkm 8.68
Vehicle Configuration--Stock
Units
Phase 1 gm
Phase 2 gm
Combined g/km
5.335
6.450
0.989
19.913
37.599
4.827
Nox
17.223
12.267
2.475
C02
Units
1052.2 litre/lOOkm
1251.3 litre/lOOkm
193.3 litre/lOOkm
Fuel Used
8.14
9,10
8.64
Page 1 of 5
-------
Data Set B
Vehicle Configuration--Stock
30 mph Sampled
HC(pptn)
CO(ppm) Nox(ppm) C02(%)
Fuel(l/100k)
1
2
3
4
5
6
Avg.
Vehicle Conf iauration-
30 mph Sample #
1
2
3
4
5
6
Avg.
782.0
783.0
789.0
781.0
779.0
780.0
782.3
-With Devi
HC(ppm)
767.0
733.0
709.0
712.0
686.0
681.0
714.7
3716.0
3881.0
3944.0
3979.0
3908.0
3741.0
3861.5
re
CO (ppm)
1641.0
1742.0
1677.0
1576.0
1633.0
1682.0
1658.5
Vehicle ronficmrat ion- -Stock
TO mph Sample ft
1
2
3
4
5
6
Avg.
HC(ppm)
717.0
669.0
677.0
702.0
690.0
699.0
692.3
CO (ppm)
3554.0
3532.0
3640.0
3797.0
3633.0
3738.0
3649.0
Nox(ppm) CQ2(%)
743.0
762.0
771.0
781.0
736.0
747.0
756.7
Nox(ppm)
730.0
689.0
684.0
722.0
698.0
722.0
707.5
14.11
14.15
14.14
14.17
14.18
14.22
14.16
14.33
14.26
14.32
14.29
14.29
14.39
Fuel (l/100k)
5.12
5.12
07
03
5..07
5.11
5
5
5.09
Fuel (l/100k)
5.16
5.18
5.16
5.14
5.16
5.15
14.31 5.16
Page 2 of 5
-------
Data Set C
Vehicle Configuration--Stock
60 mph
Sample ft
HC(ppm)
CQ(ppm)
Nox(ppm) CQ2(%)
Avg.
645.5
1546.3
3537.0
12.77
Vehicle Configuration--With Device
60 mph
Sample ft
HC(pptn)
CO(ppm)
Nox(ppm) C02(%)
Vehicle Configuration--Stock
60 mph Sample ft HC (ppm)
CO(ppm)
Nox(ppm) CO2(%)
FueKl/lOQk)
1
2
3
4
5
6
646.0
646.0
642.0
638.0
647.0
654.0
1505.0
1604.0
1575.0
1442.0
1527.0
1625.0
3485.0
3496.0
3520.0
3542.0
3571.0
3608.0
13.76
13.81
13.78
13.70
13.80
13.78
6.62
6.61
6.57
6.52
6.51
6.49
6.55
Fuel(l/100k)
1
2
3
4
5
6
Avg.
659
657
658
654
647
638
652
.0
.0
.0
.0
.0
.0
.2
1237.
1357.
1420.
1410.
1446.
1394.
1380.
0
0
0
0
0
0
3
3542
3578
3601
3632
3625
3661
3606
.0
.0
.0
.0
.0
.0
.5
13
13
13
13
13
13
13
.90
.96
.99
.99
.99
.95
.96
6
6
6
6
6
6
6
.55
.59
.53
.53
.52
.50
.54
FueKl/lOOk)
1
2
3
4
5
6
Avg.
635
642
642
647
645
642
642
.0
.0
.0
.0
.0
.0
.2
1330
1458
1465
1519
1525
1469
1461
•0
.0
.0
.0
.0
.0
.0
3567
3598
3634
3672
3659
3668
3633
.0
.0
.0
.0
.0
.0
.0
13
13
13
13
13
13
13
.81
.88
.90
.88
.86
.81
.86
6
6
6
6
6
6
6
.50
.51
.51
.50
.48
.45
.49
Page 3 of 5
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Data Set D
Vehicle Configuration--Stock
85mph
r T r 1 10- mA
Vehicle
85mph
Vehicle
85mph
Sample #
1
2
3
4
5
6
Avg.
Conf iauration-
Sample #
1
2
3
4
5
6
Avg.
Conf icrurat ion -
Sample #
1
2
3
4
5
6
HC(ppm)
414.0
340.0
313.0
292.0
278.0
278.0
319.2
-With Device
HC (ppm)
440.0
334.0
302.0
284.0
270.0
264.0
309.0
-Stock
HC(ppm)
393.0
347.0
316.0
303.0
- 285.0
273.0
CO (ppm)
2157.0
2183.0
2291.0
2320.0
2266.0
2271.0
2248.0
CO (ppm)
2016.0
1998.0
2013.0
2014.0
1894.0
1847.0
1963.0
CO (ppm)
1968.0
1941.0
2025.0
2051.0
1902.0
1917.. 0
Nox (ppm)
3543.0
3502.0
3447.0
3431.0
3449.0
3488.0
3476.0
Nox (ppm)
3541.0
3563.0
3531.0
3546.0
3584.0
3607.0
3562.0
Nox (ppm)
3557.0
3615.0
3570.0
3585.0
3625.0
3613.0
C02 (%)
14.30
14.40
14.50
14.50
11.40
14.50
14.47
C02 (%)
14.36
14.40
14 .40
14.39
14.36
14 .37
14.38
CO2 ( % )
14.32
14.33
14.34"
14.34
14.34
14.33
Fuel(1/lQQk)
11.31
11.38
11.56
11.43
11.44
11.25
11.39
Avg.
319.5
1967.3
3594.2
14.33
Fuelfl/lQQkl
11.28
11.27
11.18
11.11
11.11
10.81
11.13
FueKl/lQQk)
10.93
10.89
11.00
10.93
10.81
10.75
10.89
Page 4 of 5
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Data Set E (VGA)
Vehicle Configuration--Stock
Speed
48 km/hr
96 km/hr
137 km/hr
HC(ppm)
783
648
285
CO (ppm)
3966
1757
2349
Nox(ppm)
752
3601
3468
co2
14.39
14.02
14.58
Vehicle Configuration--With Device
Speed
48 km/hr
96 km/hr
137 km/hr
HC(ppm)
679
633
271
CO(ppm)
1642
1395
1911
Nox(ppm)
746
3651
3594
CO2(%)
14.00
13.82
14.43
Vehicle Configuration--Stock
Speed
HC(ppm)
CO(ppm)
Nox(ppm)
CQ2(%)
48 km/hr
96 km/hr
137 km/hr
694
635
278
3719
1572
2002
720
3658
3597
14.35
13.98
14.45
Page 5 of 5
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APPENDIX C
TEST PLAN APPLICABLE TO EACH VEHICLE TESTED
Test Fuels
EPA tests are generally run on Indolene HO or, if warranted,
commercial unleaded gasoline. Indolene HO is an unleaded
fuel with a research octane of about 96. Indolene fuel is
special in the sense that its production characteristics are
closely controlled. The fuel specifications mqst fail
within certain limits set by EPA. Tight control of fuel
quality eliminates the fuel as a source of test variability
in vehicle certification tests. There is no reason to
expect that the emission characteristics from a vehicle
running on Indolene fuel would be significantly different
from the emission characteristics when running on a summer
grade of commercial pump gasoline.
Vehicle Inspection and Checkout
Upon receipt, the odometer reading will be recorded and the
vehicle will be checked and adjusted to ensure that it is
operating in accordance with vehicle manufacturer's
specifications. The following checks, maintenance and
adjustments will be performed:
a. Fuel
Drain fuel.
Pressure check fuel system.
with test fuel.
Fill tank
b. Parts (check and/or change!
Engine oil
Oil filter
Air filter
Fuel filter
Distributor Cap
Rotor
Ignition wires
Spark plugs
PCV filter
PCV valve
Engine coolant
Transmission fluid
Change (engine warm). Use
oil meeting vehicle
manufacturers viscosity
specifications and latest
SAE service specification.
Change. Use OEM part
Change. Use OEM part
Check
Check
Check
Check
Change. Use OEM parts
Perform compression check here
Check
Check
Check
Check
Page 1 of 3
-------
EGR
Tires
Check
Check
c.
d.
Computer
Check for and record any fault codes. Correct
cause(s) of any codes present.
Engine Condition
Compression
Settings (if adjustable)
Curb idle
Ignition timing
Check and record ,
Check and adjust if not within
manufacturer specifications.
Record manufacturer
specifications as received
setting, and reset level.
Check and adjust if not within
manufacturer specifications.
Record manufacturer
specifications as received
setting, and reset level.
Initial Check of Emissions and Fuel Economy
After vehicle inspection and checkout, the vehicle will be
stabilized on the test fuel by testing the vehicle at least
one time over the standard test sequence of a Federal Test
Procedure (FTP) and Highway Fuel Economy Test (HFET). All
testing will be performed on a water-break dynamometer.
Baseline Tests
Valid FTP and HFET procedures will be performed on the test
vehicle after baseline stabilization. All tests will be
conducted on a water-brake chassis dynamometer. Vehicle
driveability will be noted.
Device Installation
a. The device will be installed in accordance with the
written installation instructions provided.
b. The installation will be performed by EPA contractor
personnel with the applicant's representative
observing, if desired.
2 of 3
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6. Device Testing - Immediate Effects
Valid FTP and HFET procedures will be performed on the
test vehicle after device installation. All tests will
be conducted on a water-brake chassis dynamometer. Vehicle
driveability will be noted.
7. The device will be removed and the vehicle returned to its
original configuration. Valid FTP and HFET procedures will
again be performed.
8. Data Analysis
The test results will be analyzed to determine if there is a
statistically significant difference between the data sets
(vehicle with and without the device).
NOTE ON TESTING
a. FTP and HFET are to be performed in accordance with EPA
procedures applicable u.o the model year vehicle undergoing
testing, except that evaporative emissions are not measured
during heat build.
b. The same driver and dynamometer should be used to test
the vehicle whenever possible. Driveability should be
evaluated during testing. Written driveability comments
will be noted.'
Environmental Ltd.
~ Z-~ VI
Page 3 of 3
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Appendix D
Test Vehicle Description
Make/Model
Model Year
Vehicle ID
Type
Dodae Dart
1973
LH23G3G248856
2 dr. Coupe
Initial Odometer* 61,458 miles
Fuel Metering
Emission Control
System
Transmission
Tires
Test Parameters:
Inertia Weight
Dyno hp
Carburetion
EGR
Automatic
P215/65R15
3,625 Ibs.
12 hp
Ford Mustang
1973
F3F04F110384F
2 dr. Coupe
34,325 miles
Carburetion
EGR
Automatic
P205/70R14
3,500 Ibs.
12.3 hp
*0dometer mileage reading but not known if actual.
Page 1 of 1
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