VENTILATION BOX

Abstract

A ventilation box for an engine with a crank case, a cylinder head, an air intake system, and a turbocharger, wherein the cylinder head has first and second apertures through the cylinder head that lead to the crank case, the ventilation box including a housing with a first chamber, a second chamber, a first opening to the first chamber, a second opening to the first chamber and a third opening to the second chamber, where the first opening is configured to cover the first aperture in the cylinder head, a baffle positioned within the chamber between the first opening and the first chamber, and a second baffle positioned within the chamber between the first chamber and the second chamber.

Description

BACKGROUND

The present disclosure relates to a ventilation box for use on an internal combustion engine.

In internal combustion engines, gases may accumulate in the crankcase of the engine. Original equipment on the engine provides ventilation for such crankcase gases. Further, the original equipment on the engine typically includes an oil cap that is removed to add oil to the crankcase. The ventilation provided by the original equipment may not be sufficient for the accumulation of crankcase gases. Specifically, a pressure relief valve on the original equipment may not sufficiently vent crankcase gases, and oil and other substances may accumulate in the pressure relief valve. As a result, oil and other substances from the crankcase may escape the engine and create a mess. For example, insufficient crankcase ventilation can cause oil to vent through the pressure relief valve and into the engine bay of a vehicle.

There is a need for properly venting gases that accumulate in an engine. This can be accomplished through a combination of several design features described below.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of an engine.

FIG. 2 is a perspective view of a cylinder head on the FIG. 1 engine with an original ventilation outlet and an original oil fill tube removed.

FIG. 3 is a perspective view of the FIG. 2 engine with replacement equipment installed.

FIG. 4 is another perspective view of the FIG. 3 engine with the replacement equipment installed.

FIG. 5 is a perspective view of the FIG. 4 replacement equipment including a ventilation box and a fill attachment.

FIG. 6 is another perspective view of the FIG. 5 replacement equipment.

FIG. 7 is a perspective view of the FIG. 5 replacement equipment in a disassembled state.

FIG. 8 is a cross-sectional view taken along line 8-8 of a ventilation box, a component of the FIG. 5 replacement equipment.

FIG. 9 is a schematic diagram of airflow through the parts of the FIG. 3 engine.

FIG. 10 is a perspective view of a first baffle, a component of the FIG. 8 ventilation box.

FIG. 11 is a perspective view of a second baffle, a component of the FIG. 8 ventilation box.

FIG. 12 is a top perspective view of a fill neck, a component of the FIG. 5 replacement equipment.

FIG. 13 is a bottom perspective view of the FIG. 12 fill neck.

FIG. 14 is a flowchart of a method to install the replacement equipment on the engine.

DETAILED DESCRIPTION

For the purpose of promoting an understanding of the principles of the claimed invention, reference will now be made to the embodiments illustrated in the drawings and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of the claimed invention is thereby intended. Any alterations and further modifications in the described embodiments, and any further applications of the principles of the claimed invention as described herein are contemplated as would normally occur to one skilled in the art to which the claimed invention relates. One embodiment of the claimed invention is shown in great detail, although it will be apparent to those skilled in the relevant art that some features that are not relevant to the present claimed invention may not be shown for the sake of clarity.

With respect to the specification and claims, it should be noted that the singular forms “a”, “an”, “the”, and the like include plural referents unless expressly discussed otherwise. As an illustration, references to “a device” or “the device” include one or more of such devices and equivalents thereof. It also should be noted that directional terms, such as “left”, “right”, “up”, “down”, “top”, “bottom”, and the like, are used herein solely for the convenience of the reader in order to aid in the reader's understanding of the illustrated embodiments, and it is not the intent that the use of these directional terms in any manner limit the described, illustrated, and/or claimed features to a specific direction and/or orientation.

Referring to FIG. 1, an engine 50 is an internal combustion engine that may be fueled by diesel or gasoline. Engine 50 may be installed in a vehicle, typically a truck. For example, engine 50 may be installed in a light duty truck, a medium duty truck, heavy duty truck, or another type of vehicle. In one embodiment, engine 50 is a General Motors L5P Duramax engine and is fueled by diesel.

Engine 50 generally includes a crankcase 52, a cylinder head 54, an air intake system 56, and a turbocharger 58. Crankcase 52 and cylinder head 54 house various internal parts of engine 50. Typically, fuel combusts within cylinders in cylinder head 54 to power engine 50. Air intake system 56 is positioned on an upper portion of engine 50. Air intake system 56 provides air containing oxygen to engine 50 in order to facilitate fuel combustion.

Turbocharger 58 is similarly positioned on an upper portion of engine 50. Turbocharger 58 provides pressurized fresh air from air intake system 56 to engine 50. Further, turbocharger 58 carries exhaust gases from engine 50 to an exhaust outlet on vehicle.

Engine 50 further includes an original equipment 70. Original equipment 70 is a single assembly that generally includes an original ventilation outlet 72, an original oil fill tube 74, and an original oil fill cap 76. During operation, gas pressure can accumulate in crankcase 52. Original ventilation outlet 72 provides a path for such gases to vent out of crankcase 52. Original ventilation outlet 72 might not provide a sufficient path for gases to escape crankcase 52 and pressurized gas accumulates in crankcase 52. In one example, original oil fill cap 76 may include a pressure relief valve that vents gases from crankcase 52 when sufficient pressure is reached. In some cases, when gasses from crankcase 52 are vented out of the pressure relief valve, oil and/or other substances can accumulate outside engine 50 causing a mess.

Original oil fill tube 74 provides an additional path to crankcase 52 that is typically used to add oil to crankcase 52. Original oil fill cap 76 is attached to original oil fill tube 74 in order to close that path.

Referring to FIG. 2, engine 50 defines a front aperture 66 and a rear aperture 68 on an upper portion. Original equipment 70 couples to engine 50 covering front aperture 66 and rear aperture 68. Front aperture 66 and rear aperture 68 provide a path from the interior of crankcase 52 to the exterior of engine 50. Gases, oil, and/or other substances therefore travel through front aperture 66 and rear aperture 68 in order to enter or exit crankcase 52. As an example, gases in crankcase 52 can exit crankcase 52 through one or more of front aperture 66 and rear aperture 68. As another example, oil can enter crankcase 52 through one or more of front aperture 66 and rear aperture 68. When engine 50 is installed in a vehicle, front aperture 66 is positioned closer to a front side of the vehicle than rear aperture 68 is. In one embodiment, original ventilation outlet 72 is positioned above front aperture 66 and original oil fill tube 74 is positioned above rear aperture 68.

Referring to FIG. 3 and FIG. 4, a replacement equipment 78 can be installed on engine 50 with original equipment 70 removed. Replacement equipment 78 generally includes a ventilation box 80 and a fill attachment 106 that are configured to couple to front aperture 66 and rear aperture 68 of engine 50. Ventilation box 80 and fill attachment 106 each can be coupled to engine 50 using one or more screws, bolts, and/or other fasteners. Ventilation box 80 is coupled to engine 50 at rear aperture 68. Fill attachment 106 is coupled to engine 50 at front aperture 66. By coupling fill attachment 106 to engine 50 in this way, fill attachment 106 is positioned closer to a user at the front of engine 50. For example, a user can reach fill attachment 106 more easily when fill attachment 106 is coupled to front aperture 66 compared to when fill attachment 106 is coupled to rear aperture 68.

Referring to FIG. 5, FIG. 6, and FIG. 7, fill attachment 106 generally includes a fill neck 108 and a fill cap 114. Fill neck 108 is generally cylindrical in shape and includes a flange 113 on a bottom portion. Fill neck 108 is hollow such that a channel is formed through the interior. The channel provides a pathway between the exterior of engine 50 and the interior of crankcase 52. As previously noted, fill neck 108 attaches to engine 50 at front aperture 66. Flange 113 provides a structure for fill neck 108 to couple engine 50. Further, flange 113 defines one or more fastener openings such that one or more fasteners can couple fill neck 108 to engine 50.

Fill cap 114 is configured to removably couple to an upper portion of fill neck 108. Fill cap 114 may define one or more grooves and/or threads that are used to couple fill cap 114 to fill neck 108. When fill cap 114 is coupled to fill neck 108, the pathway through fill neck 108 is closed. Fill cap 114 can be made of a rigid material such that the shape and position of fill cap 114 do not change due to pressure differences between the exterior of engine 50 and the interior of crankcase 52. For example, fill cap 114 can be made from steel or aluminum. Similarly, fill neck 108 can be made of a rigid material, such as steel or aluminum.

Ventilation box 80 generally includes a housing 82, a first baffle 86, and a second baffle 96. Housing 82 forms the outer structure of ventilation box 80. Housing 82 can be made of a rigid material such as steel or aluminum. In one embodiment, a solid piece of steel or aluminum is milled to form housing 82.

Housing 82 defines a first opening 92 on one side. First opening 92 is positioned on a lower portion of ventilation box 80. A first connector 116 couples another part of engine 50 to ventilation box 80 at first opening 92. For example, first connector 116 can couple first opening 92 to turbocharger 58. In the shown embodiment, ventilation box 80 defines an inlet 94 that surrounds first opening 92. Inlet 94 may facilitate attaching first connector 116 to first opening 92 on ventilation box 80. For example, inlet 94 may define a flat surface at the interface between first connector 116 and ventilation box 80.

Housing 82 defines a second opening 102 on one side of the ventilation box 80. Second opening 102 is positioned on an upper portion of ventilation box 80. A second connector 118 couples another part of engine 50 to ventilation box 80 at second opening 102. For example, second connector 118 couples second opening 102 to air intake system 56. In the shown embodiment, housing 82 defines second opening 102 on a different side than first opening 92. The positioning of first opening 92 and second opening 102 may be based on the positions of other components of the engine 50. For example, the position of first opening 92 is located closer to a portion of turbocharger 58 and the position of second opening 102 is located closer to a portion of air intake system 56 in order to facilitate connections from ventilation box 80 to those parts. In the shown embodiment, housing 82 defines a protrusion 104 surrounding second opening 102. Protrusion 104 may facilitate attaching a connector to second opening 102 on ventilation box 80. For example, protrusion 104 may define a flat surface at the interface between a connector and ventilation box 80.

FIG. 8 illustrates a cross-sectional view of ventilation box 80 taken along line 8-8 in FIG. 6. As shown, housing 82 defines a main opening 83 on a lower portion of ventilation box 80. Housing 82 further defines an interior chamber 84 on an interior portion. First baffle 86 is coupled to the housing 82 at the main opening 83. In the shown embodiment, first baffle 86 is positioned on the underside of housing 82 such that engine 50 contacts a lower portion of first baffle 86 and housing 82 contacts an upper portion of first baffle 86 when ventilation box 80 is coupled to engine 50. In an alternative embodiment, first baffle 86 is positioned within interior chamber 84 of housing 82. First baffle 86 defines a plurality of first baffle holes 88 to allow gases and/or other substances to travel into ventilation box 80. In this way, first baffle 86 provides a partial barrier between front aperture 66 on engine 50 and main opening 83 of housing 82. For example, first baffle 86 may allow air to pass through but may limit the amount of oil droplets that can pass through.

Second baffle 96 is positioned within interior chamber 84 of ventilation box 80. Second baffle 96 divides interior chamber 84 into a first chamber 90 and a second chamber 100. In the shown embodiment, second baffle 96 is oriented horizontally such that first chamber 90 is positioned below second chamber 100. Similar to first baffle 86, second baffle 96 defines a plurality of second baffle holes 98 to allow gases and/or other substances to travel into second chamber 100. In this way, second baffle 96 provides a partial barrier between first chamber 90 and second chamber 100. Housing 82 defines first opening 92 such that first opening 92 defines a path from first chamber 90 to the exterior of ventilation box 80. Similarly, housing 82 defines second opening 102 such that second opening 102 defines a path from second chamber 100 to the exterior of ventilation box 80.

Referring to the schematic diagram of FIG. 9, fluid flow throughout engine 50 and ventilation box 80 is shown. Fresh air containing oxygen first passes through an air filter 60 that is attached to air intake system 56. Air filter 60 filters fresh air that is used for combustion in engine 50. The fresh air then enters air intake system 56. Air intake system 56 additionally receives airflow from ventilation box 80. Air from air intake system 56 then travels to turbocharger 58. Turbocharger 58 additionally receives airflow from ventilation box 80. Turbocharger 58 moves air from air intake system 56 and ventilation box 80 to an intake manifold 62 on the engine 50. Intake manifold 62 supplies air for combustion in cylinder head 54. During combustion, exhaust gases travel through an exhaust manifold 64 which leads to the exterior of cylinder head 54. Turbocharger 58 receives the exhaust gases from exhaust manifold 64 and pushes the exhaust gases through an exhaust outlet on the vehicle.

During combustion, blow-by gases may enter crankcase 52. Blow-by gases may travel out of crankcase 52 through front aperture 66 and rear aperture 68 on cylinder head 54 of engine 50. Blow-by gases may pass through first baffle 86 and into first chamber 90 of ventilation box 80. When blow-by gases enter into ventilation box 80, first baffle 86 filters oil droplets and/or other particles from the air, and air from first chamber 90 travels to turbocharger 58. Air from first chamber 90 also travels through second baffle 96 and into second chamber 100 on ventilation box 80. When air enters second chamber 100, second baffle 96 filters the air further to remove additional oil droplets and/or other particles from the air. Air from second chamber 100 travels through second connector 118 to air intake system 56.

Referring to FIG. 10, additional details of first baffle 86 are illustrated. First baffle 86 is generally formed from a flat plate and can be made of a rigid material. For example, first baffle 86 is made from steel or aluminum. As previously noted, first baffle 86 defines multiple first baffle holes 88 through first baffle 86. The amount and size of first baffle holes 88 may vary. In the illustrated embodiment, first baffle 86 defines seven first baffle holes 88. In one embodiment, a width of each first baffle hole 88 is at least 0.125 inches. In another embodiment, the total cross-sectional area of first baffle holes 88 is at least 0.085 square inches. The size and/or number of first baffle holes 88 may be determined based on an expected rate of airflow, a size of droplets and/or particles that may pass through first baffle 86, and/or other factors.

Referring to FIG. 11, second baffle 96 is generally formed from a flat plate of rigid material. For example, second baffle 96 is made from steel or aluminum. Second baffle 96 defines multiple second baffle holes 98 through second baffle 96. The amount and size of second baffle holes 98 may vary. In the illustrated embodiment, second baffle 96 defines twenty-seven second baffle holes 98. In one embodiment, a width of each second baffle hole 98 is at least 0.055 inches. In another embodiment, the total cross-sectional area of second baffle holes 98 is at least 0.064 square inches. Similar to first baffle holes 88, the size and/or number of second baffle holes 98 may be determined based on an expected rate of airflow, a size of droplets and/or particles that may pass through second baffle 96, and/or other factors.

The size of first baffle holes 88 is typically greater than the size of second baffle holes 98. In this way, air that passes through both first baffle 86 and second baffle 96 can be filtered to a greater extent than air that passes through only first baffle 86. For example, a mixture of air and some oil droplets and/or other particles may pass through first baffle 86, but second baffle 96 may filter the oil droplets and/or other particles and only allow air to pass. Furthermore, other parts of engine 50 may receive better filtered air through second opening 102 from second chamber 100 than through first opening 92 from first chamber 90.

Referring to FIG. 12 and FIG. 13, fill neck 108 defines an upper opening 110 and a lower opening 112. Fill neck 108 is configured to couple to fill cap 114 at upper opening 110. A cross-section of upper opening 110 may be the same as a cross-section of fill cap 114. Further, upper opening 110 may define one or more grooves and/or threads that are configured to interface with grooves and/or threads on fill cap 114. Fill neck 108 is configured to couple to engine 50 at lower opening 116. In one embodiment, a cross-section of lower opening 112 is the same as a cross-section of front aperture 66 of engine 50.

Referring to FIG. 14, a user may perform method 120 to install replacement equipment 78 onto engine 50. As examples, the user may be a vehicle owner, a mechanic, and/or other individuals. The user may perform various steps of method 120 when engine 50 is in a vehicle or when engine 50 has been removed from a vehicle. In a first stage 122, a user removes original equipment 70 from engine 50. First stage 122 may involve removing one or more screws, bolts, and/or other fasteners that couple original equipment 70 to engine 50.

In a second stage 124, a user attaches ventilation box 80 to rear aperture 68 on engine 50. Second stage 124 may involve inserting one or more screws, bolts, and/or other fasteners through ventilation box 80. In a third stage 126, a user attaches first opening 92 of ventilation box 80 to turbocharger 58 through first connector 116. The user may couple first connector 116 to ventilation box 90 and to turbocharger 58 through friction or may use one or more clasps, clamps, screws, bolts, and/or other fasteners. Similarly, in a fourth stage 128, a user attaches second opening 102 of ventilation box 80 to air intake system 56 through second connector 118. The user may couple second connector 118 to ventilation box 90 and to air intake system 56 through friction or may use one or more clasps, clamps, screws, bolts, and/or other fasteners.

In an optional fifth stage 130, a user attaches fill neck 108 to front aperture 66 on engine 50. Fifth stage 130 may involve inserting one or more screws, bolts, and/or other fasteners through flange 113 on fill neck 108. In a further optional sixth stage 132, a user attaches a fill cap 114 to an upper portion of fill neck 108.

While the present disclosure has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that a preferred embodiment has been shown and described and that all changes, equivalents, and modifications that come within the spirit of the claimed invention defined by following claims are desired to be protected. All publications, patents, and patent applications cited in this specification are herein incorporated by reference as if each individual publication, patent, or patent application were specifically and individually indicated to be incorporated by reference and set forth in its entirety herein.

The language used in the claims and the written description and in the above definitions is to only have its plain and ordinary meaning, except for terms explicitly defined above. Such plain and ordinary meaning is defined here as inclusive of all consistent dictionary definitions from the most recently published (on the filing date of this document) general purpose Merriam-Webster dictionary.

Claims

1. A ventilation box for an engine that includes a crank case, a cylinder head, an air intake system, and a turbocharger, wherein the cylinder head defines an aperture through the cylinder head that lead to the crank case, the ventilation box comprising: a housing that defines a first chamber, a second chamber, a first opening that provides access to the first chamber, a second opening that provides access to the first chamber and a third opening that provides access to the second chamber, wherein the first opening is configured to cover the aperture in the cylinder head;a first baffle positioned within the chamber between the first opening and the first chamber; anda second baffle positioned within the chamber between the first chamber and the second chamber.

2. The ventilation box of claim 1, wherein said first and second baffles each comprise a flat plate that defines one or more holes.

3. The ventilation box of claim 2, wherein a width of said holes defined by said first baffle is greater than a width of said holes defined by said second baffle.

4. The ventilation box of claim 2, wherein the number of said holes defined by said first baffle is lower than the number of said holes defined by said second baffle.

5. The ventilation box of claim 2, wherein a width of said holes on said first baffle is not less than 0.125 inches.

6. The ventilation box of claim 2, wherein a width of said holes on said second baffle is not less than 0.055 inches.

7. The ventilation box of claim 1, wherein said second baffle is oriented horizontally and separates said first and second chambers into two vertically distinct portions.

8. The ventilation box of claim 7, wherein said second opening is positioned in a lower portion of said chamber, and wherein said third opening is positioned in an upper portion of said chamber.

9. The ventilation box of claim 1, wherein the ventilation box is configured to interface with a General Motors L5P Duramax engine.

10. A kit for replacing an original equipment on an engine, wherein the engine includes an engine block, a crank case, at least one cylinder head, an air intake system, and a turbocharger, and wherein the original equipment couples to two openings on one cylinder head on the engine that lead to the engine block and the crank case, the kit comprising: a fill neck that has a first end and a second end, wherein openings are defined on said first and second ends of said fill neck, and wherein said first end of said fill neck couples to one of the openings on the cylinder head; anda ventilation box, wherein said ventilation box includes:a housing that defines a first chamber, a second chamber, a first opening that provides access to the first chamber, a second opening that provides access to the first chamber and a third opening that provides access to the second chamber, wherein the first opening is configured to cover the first aperture in the cylinder head;a first baffle positioned within the chamber between the first opening and the first chamber; anda second baffle positioned within the chamber between the first chamber and the second chamber.

11. The kit of claim 10, further comprising: A cap that is removably coupled to said second end of said fill neck.

12. The kit of claim 10, wherein said first and second baffles each comprise a flat plate that includes one or more holes.

13. The kit of claim 10, wherein said second opening is positioned in a lower portion of said chamber, and wherein said third opening is positioned in an upper portion of said chamber.

14. The kit of claim 10, wherein the ventilation box and fill tube are configured to interface with a General Motors L5P Duramax engine.

15. A method of replacing an original equipment on an engine, wherein the engine includes an engine block, a crank case, at least one cylinder head, and at least two additional devices that are not replaced, and wherein the original equipment couples to two openings on one cylinder head on the engine that lead to the engine block and the crank case, the method comprising: removing the original equipment from the engine, such that the two openings on the cylinder head are exposed;attaching a ventilation box to one of the openings on the cylinder head;attaching a first connector between a first opening on said ventilation box and one of the additional devices on the engine;attaching a second connector between a second opening on said ventilation box and another additional device on the engine; andattaching a first end of a fill neck to the other opening to the crank case on the engine.

16. The method of claim 15, further comprising: attaching a cap to a second end of said fill neck.

17. The method of claim 15, wherein said fill neck is attached to the more frontward opening on the cylinder head, such that said fill neck is attached closer to a front end of the engine relative to said ventilation box.

18. The method of claim 15, wherein said first inlet is attached to an air intake on the engine.

19. The method of claim 15, wherein said second inlet is attached to a turbocharger on the engine.

20. The method of claim 15, wherein the engine is a General Motors L5P Duramax engine.