(12) INTERNATIONAL APPLICATION PUBLISHED UNDER THE PATENT COOPERATION TREATY (PCT)(19) World Intellectual Property Organization
International Bureau(43) International Publication Date
11 November 2010 (11.11.2010)

11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111(10) International Publication Number

PCT(51) International Patent Classification:
F02B 33122 (2006.01)

Riccardo [IT/GB]; 55 New Road, Shoreham-by-Sea,
West Sussex BN43 6RB (GB).

(21) International Application Number:
PCT/US20 I 0/034046(22) International Filing Date:
7 May2010 (07.05.2010)(25) Filing Language:

English(26) Publication Language:

English(30) Priority Data:

61/176,263

7 May 2009 (07.05.2009)us(71) Applicant (for all designated States except US): SCUD-ERI GROUP, LLC [US/US]; llll Elm Street, Suite 33,
West Springfield, MA 01089 (US).
(72) Inventors; and(75) Inventors/Applicants (for US only): PERKINS, Anthony, S. [GB/GB]; 21 Windlesham Gardens, Shoreham-bySea, West Sussex BN43 SAD (GB). GILBERT, Ian, P.
[GB/GB]; 67 Beach Green, Shoreham-by-Sea, West Sussex BN43 5YE (GB). PIRAULT, Jean-Pierre [GB/-];
West Sussex, United Kingdom (GB). MELDOLESI,-WO 2010/129872 A1(74) Agents: PENNY, John, J. et al.; Nutter McClennen &Fish LLP, Seaport West, 155 Seaport Boulevard, Boston,
MA 02210-2604 (US).
(81) Designated States (unless otherwise indicated, for every
kind of national protection available): AE, AG, AL, AM,
AO, AT, AU, AZ, BA, BB, BG, BH, BR, BW, BY, BZ,
CA,CH,CL,CN,CO,CR,CU,CZ,DE,DK,DM,DO,
DZ, EC, EE, EG, ES, FI, GB, GD, GE, GH, GM, GT,
HN, HR, HU, ID, IL, IN, IS, JP, KE, KG, KM, KN, KP,
KR, KZ, LA, LC, LK, LR, LS, LT, LU, LY, MA, MD,
ME, MG, MK, MN, MW, MX, MY, MZ, NA, NG, NI,
NO, NZ, OM, PE, PG, PH, PL, PT, RO, RS, RU, SC, SD,
SE, SG, SK, SL, SM, ST, SV, SY, TH, TJ, TM, TN, TR,
TT, TZ, UA, UG, US, UZ, VC, VN, ZA, ZM, ZW.
(84) Designated States (unless otherwise indicated, for every
kind of regional protection available): ARIPO (BW, GH,
GM, KE, LR, LS, MW, MZ, NA, SD, SL, SZ, TZ, UG,
ZM, ZW), Eurasian (AM, AZ, BY, KG, KZ, MD, RU, TJ,
TM), European (AL, AT, BE, BG, CH, CY, CZ, DE, DK,
EE, ES, FI, FR, GB, GR, HR, HU, IE, IS, IT, LT, LU,
LV, MC, MK, MT, NL, NO, PL, PT, RO, SE, SI, SK,[Continued on next page]-------------------------------------------------------------------------------------;;;;;;;;;;;;;;; (54) Title: AIR SUPPLY FOR COMPONENTS OF A SPLIT -CYCLE ENGINE-_-;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;;

FIG. 3(57) Abstract: The present invention generally relates toproviding an air supply for components associated with anengine. More particularly, the present invention relates toa system and method for using compressed air generated
by a split-cycle engine to power components such as
valves or air springs associated with the split-cycle engine.

W 0 2010/12 987 2 A 1 11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111111
SM, TR), OAPI (BF, BJ, CF, CG, CI, CM, GA, GN, GQ, Published:
GW, ML, MR, NE, SN, TD, TG).
with international search report (Art. 21 (3))

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AIR SUPPLY FOR COMPONENTS OF A SPLIT-CYCLE ENGINECROSS REFERENCE TO RELATED APPLICATIONSThis application claims the benefit of United States
Provisional Patent Application No. 61/176,263 filed May 7,
2009, the contents of which are incorporated by reference
herein.

TECHNICAL FIELD

The present
an

air

More

supplyinvention generallyforparticularly,

components
therelates

associatedpresent

to providing

withinventionanengine.

relatestoasystem and method for using compressed air generated by asplit-cycle

engineto powercomponents

such

as

valvesor

air springs associated with the split-cycle engine.

BACKGROUND OF THE INVENTION

For
engine"purposes
as

used

in

of

clarity,

the

term

the

present

application"conventionalreferstoaninternal combustion engine wherein all four strokes of thewell known Otto or Diesel cycles(the intake,expansion

are

and

piston/cylinder

exhauststrokes)combination

of

the

compression,contained

engine.

requires one half revolution of the crankshaft

in

Each

each
stroke(180 degrees

wo 2010/129872

PCT/US201 0/034046

angle

crank

crankshaft
entire(CA)),

CA)( 7 2 0 degrees

Otto

to

the

completetheofcylinder

each

in

cycle

Dieselorrequired

areofrevolutions

full

two

and

a

conventional engine.

followingtheclarity,ofpurposes

for

Also,

definition is offered for the term "split-cycle engine" as
may be applied to engines disclosed in the prior art and as
referred to in the present application.

A split-cycle engine comprises:
a crankshaft rotatable about a crankshaft axis;acompression

pistonslidablyandoperatively

cylindercompression

received

withinatotheconnected

crankshaft such that the compression piston is operable tothroughreciprocate

strokeintakeanandacompression

stroke during a single rotation of the crankshaft;ananexpansion

expansion

crankshaft
reciprocate(power)andcylinder

such

that

throughpistontheanslidably received within

operatively

connected

toexpansion piston

isoperablestrokeandanexpansion

thetoexhauststroke during a single rotation of the crankshaft; andacrossoverpassageand expansion cylinders,interconnecting

thecompression

the crossover passage including a2

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PCT/US201 0/034046

crossovercompression

expansion(XovrE)(XovrC)

valve

valve

and

to

defineoperablecrossoverapressureachamber therebetween.

(herein the "Scuderi patent"), United

to Carmela J. Scuderi
States patent(herein the "Branyon patent"), and United
2008 to Scuderi etStates patent 7,353,786 granted April 8,(herein"Air-Hybrid

theengines.

In addition the Scuderi,patents

disclose

which

the

are

detailspresent

The Scuderi,enginesofcomprises

Branyon,offurtheraand Air-Hybrid patents

byincorporated

herebyeach

and Air-Hybrid

Branyon,of prior versions

invention

type

similarandsplit-cycleofdiscussion

ancontaineach

patent")extensive

development.

2005 to David

6, 952,923 granted October 11,

P. Branyon et al.

al.

2003

8,

6, 543,225 granted April

United States patentinreference

their

entirety.

Referring to FIG. 1, a prior art split-cycle engine of
the

type

Scuderisimilarpatents

those

to
is

shown

described
generally

the

in
by

Branyon

and

50.

The

numeralsplit-cycle engine 50 replaces two adjacent cylinders of aconventional engine with acylinder

66

and

one

combination of one compression

expansion

3cylinder

68.

The

four

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PCT/US201 0/034046

the

over

"split"Diesel cycle arestrokes of the Otto or

two cylinders 66 and 68 such that the compressio n cylinder
66

contains

68

expansion

cylinderstrokes.

The Otto or

in

two

these

Diesel cycle is
once

68

66,

cylindersandexpansionthecontains

theandstrokes

compressio nandintaketheexhausttherefore completed
52

crankshaft

perrevolution (360 degrees CA) .

intake air is drawn into the

During the intake stroke,
66

cylindercompressio npoppet intake valve 82.

(opening inward into the cylinder)
Duringthepressurize s

air

the

the

stroke,compressio nchargecompressio ndrivesandopeninginwardlyanthroughpiston
air

the

72

chargethrough one or more crossover passages 78, which act as theintake passages for the expansion cylinder 68.

Thevolumetriccylinder of athecompressio n

ratio

of

compressio nthesplit-cycl e engine is herein referred to as
ratio""compressi on

of

the

split-cycle

engine.

The

volumetric compressio n ratio of the expansion cylinder of a
split-cycle engine is herein referred to as the "expansion
ratio"

ofcompressio nthesplit-cycl eratiosoutwardly opening(e.g.,

40

Due

engine.
to

1,

80

to 1,

to

very

high

or greater),(opening outward away from the cylinder)4

WO 2010/129872

PCT/US2010/034046

poppet crossove r compress ion (XovrC) valves 84 at the inletof each of the one or more crossove r passages 78 are used
to control flow from the compress ion cylinder
one

or

more

expansio ncrossove r

ratiospassages(e.g.,

to

40

78.

Due
to

80

1f

66 into the

to

very

or

greater) ,1,

outwardl y opening poppet crossove r expansion(XovrE)

86

at

the

passagesoutlet78

ofcontrol

each
flow

the

one

or

more

crossove r

from

the

one

or

more

crossove r

The actuation

rates and phasing of the XovrC and XovrE valves 84,
to maintainvalvesofpassages 78 into the expansio n cylinder 68.

timed

high

pressure

in

the

one

passages 78 at a high minimum pressure

or more86 arecrossove r(typicall y 20 bar or

higher at full load) during all four strokes of the Otto or
Diesel cycle.

One or more fuel injector s 90
passage
exit

78)

end

injectofcorrespon dence

the

fuel
one

with

into

or

the

the

more

XovrE

(one for each crossove rpressuriz ed

crossove r
valve (s)

86

air

at

the

passages78

inopening,whichoccurs shortly before the expansion piston 74
top dead center position .
theexpansio npiston74

cylinderreaches

expansio n piston

its

reaches its

The fuel-air charge fully enters
68

shortlytop

dead

7 4 begins

after
centerits descent5

theexpansion

position .

Asfrom its top dead

wo 2010/129872

PCT/US201 0/034046

centerposition,

and

still

open,

spark

combustion
dead

the

of

86

combustion
passages

the

plug

XovrE
92

86

valve(s)

is

fired

to

is/areinitiate(typically between 10 to 20 degrees CA after top

centervalve(s)

while

the

expansion

is/are

event

can

The

78.

then

closed

enter

30).

beforethecombustion

piston 7 4 downward in apistonXovrE

theresulting

or

more

crossoverdrivestheexpansion

one

event

The

power stroke.

Exhaust

gases

are

pumped out of the expansion cylinder 68 through an inwardly
opening poppet exhaust valve 88 during the exhaust stroke.

With

the

split-cycle

engineconcept,thegeometric

engineparameters(i.e.,

bore,

stroke,connectingrodlength,compression

ratio,

etc.)ofcompression

and

are

generally

expansion

cylindersanother.

For

example,

the

crank
and

compression

cylinder66

respectivelymaydifferent

apart

have

from one anotherexpansion

pistoncompression
factors,
achievepistonenables

74

72.
the

with

the

independent
throws

and

This

prior

to

independence,

split-cycle

higher efficiency levels

typical four stroke engines.

6

engineforthecylinder

68

58

may

top dead centeroccurring

one

56,

expansion
radii

from

to

and greaterbephased

(TDC)

of

the

TDC

of

the

among

other

potentiallytorquesthan

wo 2010/129872

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Considerable research has been devoted to air hybrid
engines, which store energy for later use in the form ofcompressed air.

The split-cycle engine 50 shown in FIG. 1

can be combined with an air tank and various control
features to provide an air hybrid system.

FIG. 2 illustrates an exemplary prior art split-cycle
air-hybrid engine.

Referring to FIG. 2 in detail, a priorart split-cycle engine 50 is shown of the type described in
FIG. 1.

One or more of the one or more crossover passages

78 are connected to an air tank 94 via a control valve 93.
Valve 93 is opened and closed at appropriate times tocontrol the flow of air between the air tank 94 and the one
or more crossover passages 78.

Compressed air from the one

or more crossover passages 78 is stored in the air tank at
certain times such as, for example, when the vehicle isbraking.

The compressed air in the air tank 94 is fed backinto the one or more crossover passages 78 at a later timein order to drive the crankshaft 54 in a pre-compressed air
power (PAP) mode.

The PAP mode can include a pre-compressed combustion-air power mode, wherein precompressed air and fuel are mixed and the fuel/air mixture
is combusted to drive the power piston down during an7

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Further, the PAP mode can include

expansion stroke.

various air motoring (AM) modes, wherein pre-compressed air
is utilized to drive the power piston down during an
expansion stroke without a corresponding combustion event
The Air-Hybrid patentoccurring in the expansion cylinder.

describes details of the PAP modes of operation and otheraspects of a split-cycle air hybrid engine similar to theone shown in FIG. 2.

The

84,

actuationforshown)(notmechanisms

valves82,

In general, a cam

86, 88 may be cam driven or camless.

driven mechanism includes a camshaft mechanically linked to
A cam is mounted to the camshaft,the crankshaft.

and hasa contoured surface that controls the profile of the valve
lift

rotationofmechanism

valve

the

(i.e.

is

the

lift

from

A

crankshaft).

efficient

its

cam

fast,

and

valve

seat,

drivenbut

versusactuationhas

limitedflexibility.

Also in general, camless actuation systems for valves
are known, and include systems that have one or morecombinations of mechanical, hydraulic, pneumatic, and/or
electrical components or the like.

Camless systems allow

for greater flexibility during operation, including, but

8

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not limited to, the ability to change the valve lift heightand duration and/or deactivate the valve at selective
times.

Pneumatically actuated camless valves are generally

advantageous for various reasons such as their compact
packaging, low energy consumption requirements, andrelatively low cost.

ofDynamic actuation

the

86

84,

valvescrossoverofThis is because

split-cycle engine 50 is very demanding.

the crossover valves 84 and 86 must achieve sufficient lift
to

fully

periodofcrankshaft

about

30

to

60

a

in

chargefuel-airthetransfer

range

of

of

a

rotation(generally

in

a

CA)

relativetothat

degrees

short

very

conventional engine, which normally actuates the valves fora period of at least 180 degrees CA.
crossovervalves

84,

86

must

actuateThis means that the
about

four

to

six

times faster than the valves of a conventional engine.

Valve springs(not shown)for the valves

88 are used to keep the valves 82,
they arenot being actuated.

84,

86,

82,

84,

86,

88 closed when

Any suitable valve

springs

can be used for the intake valve 82 and the exhaust valve
88 such as mechanical springs or air springs.
crossover valves 84,

However,the

8 6 preferably use air springs because9wo 2010/129872

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standard mechanical springs can have difficulty closing thevalvescrossoveraforementioned

84,

86

enoughquicklydemandingcrossoveractuators,

air

the

meet

to

actuationvalve

requirements.

Pneumaticandsprings,otherpneumatically powered components generally require a steadysource of cool,
that

is

free

dry,

compressed air at a constant pressureof particulates.

These

generally

components

need a steady source of such compressed air because,alia,
acompressed air tends to leak.

need

in

the

art

for

providingAccordingly,
such

a

inter

there iscompressedairsource with an engine, more particularly with a split-cycle
engine.

SUMMARY OF THE INVENTION
The present invention satisfies the aforementioned
needs/problems in the art by providing an air supply forcomponents associated with a split-cycle engine.

Moreparticularly, the present invention processes air generated
by a split-cycle engine to power components of the splitcycle engine such as valves and air springs.

10

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These and other advantages can be accomplished in an
exemplary embodiment of the present invention by providinga system for supplying compressed air to a component
requiring a supply of compressed air.

The system cancomprise an engine comprising a crankshaft rotatable abouta crankshaft axis, a compression piston slidably received
within a compression cylinder and operatively connected tothe crankshaft such that the compression piston is operable
to reciprocate through an intake stroke and a compression
stroke during a single rotation of the crankshaft, an
expansion (power) piston slidably received within an
expansion cylinder and operatively connected to the
crankshaft such that the expansion piston is operable toreciprocate through an expansion stroke and an exhauststroke during a single rotation of the crankshaft, and acrossover passage interconnecting the compression andexpansion cylinders, the crossover passage including acrossover compression (XovrC) valve and a crossover
expansion (XovrE) valve operable to define a pressurechamber therebetween.

The system can be operable to supply

the component with compressed air compressed by thecompression piston.

11

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These and other advantages can be accomplished in afurther exemplary embodiment of the present invention by
providing a system for supplying compressed air to acomponent requiring a supply of compressed air.

The system

may comprise an engine, comprising a crankshaft rotatable
about a crankshaft axis, a compression piston slidably
received within a compression cylinder and operatively
connected to the crankshaft such that the compression
piston is operable to reciprocate through at least an
intake stroke and a compression stroke, and an air tankoperable to store compressed air compressed by thecompression piston.

The system may be configured to supply

compressed air from the air tank to the component and to an
expansion cylinder for performing at least an expansion
stroke and an exhaust stroke.

and

These

other

of

advantages

thepresent

invention

will be more fully understood from the following detailed
description

of

the

invention

taken

together

with

the

accompanying drawings.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG.

1 is a cross-sectiona l view of a prior art split-

cycle engine.

12

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FIG.

PCT/US201 0/034046

2 is a cross-sectional view of a prior art split-

cycle air-hybrid engine.

FIG. 3 is a schematic view of a system for supplying
compressed air to components associated with a split-cycle
engine according to a first embodiment of the present
invention.

FIG. 4 is a schematic view of a system for supplying
compressed air to components associated with a split-cycle
air-hybrid engine according to a second embodiment of thepresent invention.

FIG. 5 is a cross-sectional view of an air spring fora crossover valve of a split-cycle engine, which issupplied with compressed air according to the present
invention.

DETAILED DESCRIPTION OF THE INVENTIONFirst Embodiment

Referring now to the first embodiment of FIG. 3 indetail, numeral 50 generally indicates a diagrammatic13

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representation of a split-cycle engine of the type shown in
FIG. 1.

According to the present invention, compressed air

generated by the split-cycle engine 50 is supplied to air
actuators 234 for actuating the valves 82, 84, 86, 88 andto air springs 238 for supporting the valves 82, 84, 86,88.

Compression cylinder 66 draws in intake air during theintake stroke of the engine 50.

The compression piston 72

pressurizes the air charge and drives the air charge into
the one or more crossover passages 78.

One or more checkvalves 228 in the one or more crossover passages 78(preferably one check valve 228 in each crossover passage78) control flow of compressed air into an air processing
system 210 through one or more air input lines 224.

The

air input lines 224 can preferably connect directly fromthe crossover passage(s) 78 to the air processing system
210.

Though check valves are utilized for this embodiment,

other appropriately designed valves may also be used, e.g.,
poppet valves.

Alternatively, one or more small orifices(preferably one orifice in each crossover passage 78) canbe used in place of the one or more check valves 228.
Orifice(s) can generally be advantageous because of their14

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potentially improved cost and packaging considerations inrelation to check valves.

Alternatively to air supply line 224 or in combination
with air supply line 224, a second air supply line 226 canbe used to supply compressed air to the air processing
system 210.

The second air supply line 226 connects thecompression cylinder 66 directly (i.e., not through one ormore crossover passages 78) to the air processing system
210 as shown in FIG. 3 via a check valve 230.

In otherwords, the compression piston 72 pressurizes an air charge
and drives some or all of the air charge into the air
supply line 226 through valve 230, thereby bypassing theone or more crossover passages 78.

Alternatively, a poppet

valve or an orifice can be used in place of the check valve
230.

Again, orifices may generally be advantageous becauseof potentially improved cost and packaging considerations.

After the compressed air enters the air processing
system 210 via one or both of air input lines 224, 226, thecompressed air travels through an air input line 216, whichruns successively through various components of the airprocessing system 210.

Specifically, the compressed air is

run successively through an air cooler 218 that cools the15

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compressed air, an air filter 220 that removes particulates
from the compressed air, and an air dryer 222 that removes
water vapor from the compressed air.

Next, the processed

compressed air is stored in an air accumulator 212.
Alternative air processing systems 210 can also be usedthat include additional elements such as a pre-filter at
air entry, a fine filter as a last stage, or elements in adifferent order, as is well known in the art.

Air accumulator 212 is connected to air supply lines
240, 242.

Air supply lines 240, 242 supply the processed

compressed air to the components that require a supply ofcompressed air, for example, pneumatic actuators 234 foractuating pneumatically any of the valves 82, 84, 86, 88 or
air springs 238 for supporting any of the valves 82, 84,
86, 88.

Air supply lines 240, 242 each run through airpressure regulators 232, 236.

Air pressure regulators 232

can regulate the pressure supplied to the pneumatic
actuators 234 such that the pressure of the air supplied tothe pneumatic actuators 234 is substantially constant.
Similarly, air pressure regulators 236 regulate thepressure supplied to the air springs 238 such that thepressure of the air supplied to the air springs 238 issubstantially constant.

Air pressure regulators 232 and/or16

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air pressure regulators 236 can optionally be variable
pressure regulators, which could be advantageous in that
this could allow a reduction in air pressure at low engine
speeds, thereby reducing friction.

Individual pneumatic actuators 234 and individual air
springs 238 each utilize separate air pressure regulators
because each component can have different air pressure
requirements.

One of ordinary skill in the art would ofcourse readily appreciate that groups of components withthe same air pressure requirements could use a single airpressure regulator for the group.

Second Embodiment

FIG. 4 shows a second air-hybrid embodiment of thepresent invention.

In this second embodiment, the split-

cycle engine 50 is a split-cycle air hybrid engine.

That

is, the split-cycle engine further includes an air tank 94(shown schematically) similar to the air tank detailed in
FIG. 2.

Compressed air from the one or more crossover

passages 78 is fed into the air tank 94 through valve 93,
which can be a solenoid valve or any other appropriate typeof valve.

The air tank 94 is thereby used to store energy

17

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in the form of compressed air.

At an appropriate time, thecompressed air stored in the air tank 94 can be fed backinto the one or more crossover passages 78 in order topower the crankshaft 54.

Further implementation details of

operations modes of the air hybrid configuration areprovided in the Air-Hybrid patent.

An air input line 227 connects the air tank 94 to the
air processing system 210 (of the type described inreference to the first embodiment) via a check valve 247.
Compressed air can enter the air processing system via the
air input lines 224, 226 (as in the first embodiment).
However, in this second embodiment, compressed air can be
fed into the air processing system 210 directly from the
air tank 94 via air input line 227.

Air input line 226 canoptionally be used as a further supply of compressed air
for the air processing system 210.The air processing system
210 of the second embodiment otherwise operates in the samemanner as in the first embodiment to supply processed
compressed air to components such as air actuators 234 andair springs 238.

Much of the compressed air stored in air tank 94 canbe used to drive the expansion piston 74 of the engine 50.

18

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The air tank 94 is preferably insulated in order to prevent
energy loss during this process.

On the other hand, theair accumulator 212, which can have a substantially smaller
volume than the air tank 94, does not necessarily require
such insulation because the air accumulator 212 stores
cooled air for alternative purposes.

Referring to FIG. 5, a cross sectional view of an air
spring 238 for a crossover valve 84, 86 of the split-cycle
engine 50 is shown.

Air spring 238 comprises an air springcylinder 246 within which an air spring piston 248
reciprocates.

The air spring piston 248 and a sealing

element (not shown) create a substantial seal within the
air spring cylinder 246.

The air spring 238 is connected

to air supply line 240, which supplies the processed
compressed air to a pressurized air spring chamber 244
created by the aforementioned substantial seal.

The air

spring further includes an ambient air chamber 250, whichis connected to external ambient air via an air passage
252.

The compressed air in the air spring chamber 244

applies pressure to the crossover valve 84/86 to stay in
its closed position, as shown.

19

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The invention disclosed herein uses compressed air
generated by a split-cycle engine to power various
components of the split-cycle engine.

This powers thecomponents in a convenient, cost reducing, and efficientmanner.

While various embodiments are shown and describedherein, various modifications and substitutions may be madethereto without departing from the spirit and scope of theinvention.

Accordingly, it is to be understood that thepresent invention has been described by way of illustrationand not limitation.

20

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CLAIMS

What is claimed is:1.

A system for supplying compressed air to a component

requiring a supply of compressed air, the systemcomprising:an engine, comprising:a crankshaft rotatable about a crankshaft axis;acompression piston

slidably received withinacompression cylinder and operatively connected to the
crankshaft

such

that

the

compression

pistonisoperable to reciprocate through an intake stroke and acompression

strokeduringexpansion(power)asinglerotationofthecrankshaft;anpistonslidablyreceived

within an expansion cylinder and operatively connectedtotheoperablecrankshaft
to

such

that

reciprocate

thethrough

expansion pistonanexpansionisstrokeand an exhaust stroke during a single rotation of the
crankshaft;acrossovercompression
passageandpassage

expansion

includingainterconnecting

cylinders,crossover21

thecompression

thecrossover(XovrC)wo 2010/129872

PCT/US201 0/034046

valve and a crossover expansion(XovrE)valve operable

to define a pressure chamber therebetween;
anairprocessing

systemoperablecompressed air and supply processed,

toprocess

compressed air tothe component; andan air input line connected directly between the
crossover passage and theair processing

system,theair input line operable to supply compressed air fromthe crossover passage to the air processing system.

2.

The system of claim 1, wherein the system is operable

tosupplythecomponent

withcompressed

air

from

the

crossover passage.

3.

The

system

of

claim

1,

whereinthecomponentisapneumatic actuator for a pneumatically actuated valve.

4.

The

systemofactuated valve

isto or from at

least

claim

operable3,

whereinthepneumaticallyto control

fluid

communication

one of the compression cylinder,

the

expansion cylinder, and the crossover passage.

5.

The system of claim 1, wherein the component is an air

spring.

22

wo 2010/129872

6.

PCT/US201 0/034046

The system of claim 5, wherein the air spring supports

a valve operable to control fluid communication to or from
at

least

one

of

the

compression

cylinder,theexpansion

cylinder, and the crossover passage.

7.

The

systemprocessing

of

claim

1,

furthercomprising

an

air

system operable

toprocess

thecompressed

aircompressed by the compression piston prior to supplying thecompressed air to the component.

8.

The

system

of

claim

7,

whereinthe

airprocessing

system comprises a cooler for cooling compressed air.

9.

The

systemsystem

of

claim

7,

whereinthecomprisesafilterforsystem

of

claim

7,

whereincomprises

a

drier

for

removing

of

claim

7,

whereinremoving

airprocessing

particulates

fromcompressed air.

10.

The

system

the

air

water

processing
vapor

from

compressed air.

11.

The

systemtheairprocessing

system comprises an accumulator for storing compressed air.

23

wo 2010/129872

12.

The

PCT/US201 0/034046

system

of

claim

7,

whereinthe

airprocessing

system comprises an air pressure regulator for controlling
air pressure supplied to the component.

24

wo 2010/129872

PCT/US201 0/034046

1/5

FIG. 1
Prior Art
82

92

/
)I-

SUBSTITUTE SHEET (RULE 26)

50
88

wo 2010/129872

PCT/US201 0/034046

2/5

FIG. 2

Prior Art
98

SUBSTITUTE SHEET (RULE 26)

wo 2010/129872

PCT/US201 0/034046

3/5

FIG. 321~i-----------

1
I
I
I
I
I
I

t-226

I

I
I
I
I
I

.I

50

J

SUBSTITUTE SHEET (RULE 26)

wo 2010/129872

PCT/US201 0/034046

4/5

FIG. 4210~

216

i----------''
'''
L-226
1

I

I
I
I
I
I

I

.I

50

~

SUBSTITUTE SHEET (RULE 26)

wo 2010/129872

PCT/US201 0/034046

5/5

FIG. 5

246

252

84/86

SUBSTITUTE SHEET (RULE 26)

INTERNATIONAL SEARCH REPORTInternational application No.
PCT/US201 0/034046

A.

CLASSIFICATION OF SUBJECT MATTER

IPC(8)- F02B 33/22 (2010.01)
USPC- 123/70R
According to International Patent Classification (IPC) or to both national classification and IPC

B.

FIELDS SEARCHED

Minimum documentation searched (classification system followed by classification symbols)
IPC(8) • F02B 33/22 (201 0.01)
USPC. 123/51A, 51B, 53.1, 53.5, 58.3, 58.4, 58.8, 59.7, 65V, 68, 69R, 70R, 70V, 71R, 72, 90.14, 253, 316
Documentation searched other than minimum documentation to the extent that such documents are included in the fields searchedElectronic data base consulted during the international search (name of data base and, where practicable, search terms used)
PatBase, GooglePatentC.

DOCUMENTS CONSIDERED TO BE RELEVANT

Category*

Citation of document, with indication, where appropriate, of the relevant passages

Relevant to claim No.

y

US 2007/0157894 A1 (SCUDERI et al) 12 July 2007 (12.07.2007) entire document

1-12

y

US 4,224, 798 A (BRINKERHOFF) 30 September 1980 (30.09.1980) entire document

1-12

y

US 7,140,332 82 (KLEIN et al) 28 November 2006 (28.11.2006) entire document

3-4y

US 2009/0044778 A1 (SCUDERI et al) 19 February 2009 (19.02.2009) entire document

5-6

y

US 6,332,917 B1 (SCHOLLKOPF) 25 December 2001 (25.12.2001) entire document

9-10, 12A

US 4,418,657 A (WISHART) 06 December 1983 (06.12.1983) entire document

1-12

0.
"A"

"E"
"L"
"0"

"P"

0

Further documents are listed in the continuation of Box C.
Special categories of cited documents:"T'
document defining the general state of the art which is not considered
to be of particular relevanceearlier application or patent but published on or after the international "X"
filing datedocument which may throw doubts on priority claim(s) or which iscited to establish the publication date of another citation or other"Y"special reason (as specified)
document referring to an oral disclosure, use, exhibition or othermeans
document published prior to the international filing date but later than "&"the priority date claimed

Date of the actual completion of the international search
23 June 2010
Name and mailing address of the ISAIUS
Mail Stop PCT, Attn: ISA/US, Commissioner for Patents
P.O. Box 1450, Alexandria, Virginia 22313-1450
Facsimile No. 571-273-3201
Form PCT/ISA/210 (second sheet) (July 2009)

later document published after the international filing date o1eriority
date and not in conflict with the ap~lication but cited to un erstandthe principle or theory underlying t e invention
document of particular relevance; the claimed invention cannot be
considered novel or cannot be considered to involve an inventive
step when the document is taken alone
document of particular relevance; the claimed invention cannot be
considered to involve an inventive step when the document iscombined with one or more other such documents, such combination
being obvious to a person skilled in the art
document member of the same patent family

Date of mailing of the international search report

07 JUL 2010
Authorized officer:
Blaine R. Copenheaver
PCT Helpdesk: 571-272-4300
PCT OSP: 571-272·7774