US20060032219A1 - Power system exhaust manifold - Google Patents
Power system exhaust manifold Download PDFInfo
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- US20060032219A1 US20060032219A1 US10/916,416 US91641604A US2006032219A1 US 20060032219 A1 US20060032219 A1 US 20060032219A1 US 91641604 A US91641604 A US 91641604A US 2006032219 A1 US2006032219 A1 US 2006032219A1
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- Prior art keywords
- exhaust manifold
- pipe section
- power system
- engine
- outlet
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- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/18—Construction facilitating manufacture, assembly, or disassembly
- F01N13/1805—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body
- F01N13/1811—Fixing exhaust manifolds, exhaust pipes or pipe sections to each other, to engine or to vehicle body with means permitting relative movement, e.g. compensation of thermal expansion or vibration
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
- F01N13/08—Other arrangements or adaptations of exhaust conduits
- F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B37/00—Engines characterised by provision of pumps driven at least for part of the time by exhaust
- F02B37/02—Gas passages between engine outlet and pump drive, e.g. reservoirs
- F02B37/025—Multiple scrolls or multiple gas passages guiding the gas to the pump drive
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present disclosure relates to an exhaust manifold and, more particularly, to an exhaust manifold for a power system.
- An exhaust manifold is used to convey exhaust gases from a power source to an exhaust system that may include a turbocharger.
- the exhaust gases from the power source flowing through the exhaust manifold may thermally load the exhaust manifold.
- the connection of the exhaust manifold to the power system may vibrationally load the exhaust manifold.
- the turbocharger which may be physically supported by the exhaust system, may mechanically and/or vibrationally load the exhaust manifold.
- Thermal loading may be caused by expansion of a material from which the exhaust manifold is formed and the interaction with various constraint points of the exhaust manifold.
- Vibrational loading may be caused by natural frequencies of the power source and/or the turbocharger connected to the exhaust manifold, as well as environmentally generated frequencies.
- Mechanical loading may be caused by the turbocharger and various other exhaust system components having their weight supported by the exhaust manifold. If these thermal, vibrational, and mechanical loads are not accommodated, stresses may be induced within the exhaust manifold that can lead to failure.
- the turbine housing-integrated exhaust manifold of the '990 patent may accommodate some degree of thermal, vibrational, and mechanical loading, the turbine housing-integrated exhaust manifold may be expensive and may impose restrictive exhaust system design limitations.
- the turbine housing is integral to the exhaust manifold, the turbine housing-integrated exhaust manifold of the '990 patent does not allow any relocation of the turbo charger relative to the exhaust manifold.
- the casting equipment required to produce the turbine housing-integrated exhaust manifold may be large and complex, thereby increasing the cost of the integral part.
- the disclosed exhaust manifold is directed to overcoming one or more of the problems set forth above.
- the present disclosure is directed to an exhaust manifold for a power system that includes a first pipe section with at least one inlet configured to fluidly connect the first pipe section to the power system.
- the exhaust manifold also includes a second pipe section disposed adjacent the first pipe section with at least one inlet configured to fluidly connect the second pipe section to the power system.
- the exhaust manifold further includes at least one outlet in fluid communication with the first pipe section and the second pipe section, and at least one bridge member rigidly connecting the first pipe section and the second pipe section.
- the present disclosure is directed to a method of assembling an exhaust manifold to a power system having an engine.
- the method includes inserting at least one fastener through at least one oversize aperture in the exhaust manifold to engage the engine.
- the method further includes applying a predetermined torque to the fastener such that the at least one fastener allows movement of the exhaust manifold relative to the engine after assembly.
- FIG. 1 is a diagrammatic illustration of a power system having an exemplary disclosed exhaust manifold
- FIG. 2 is a perspective view of the exhaust manifold of FIG. 1 .
- FIG. 1 illustrates a power system 10 .
- Power system 10 may include an engine 12 such as, for example, a diesel engine, a gasoline engine, a natural gas engine, or any other engine apparent to one skilled in the art.
- engine 12 may be a multi-cylinder engine such as, for example, a six-cylinder engine. It is contemplated that engine 12 may include additional or fewer cylinders.
- Power system 10 may also include other sources of power, such as a furnace or any other source of power known in the art.
- Power system 10 may further include an air induction system 14 and an exhaust system 16 .
- Air induction system 14 may be configured to introduce compressed air into a combustion chamber 18 of engine 12 .
- Air induction system 14 may include a compressor 20 connected to engine 12 via an intake manifold 22 .
- Compressor 20 may include a fixed geometry type compressor, a variable geometry type compressor, or any other type of compressor known in the art. It is contemplated that more than one compressor 20 may be included and disposed in parallel or in series relationship. It is further contemplated that compressor 20 may be omitted, for example, when a non-compressed air induction system is desired.
- Exhaust system 16 may be configured to direct exhaust from engine 12 to a turbine 24 via an exhaust manifold 26 .
- Turbine 24 may be connected to compressor 20 to drive compressor 20 .
- turbine 24 may be caused to rotate, thereby rotating connected compressor 20 .
- more than one turbine 24 may be included within exhaust system 16 and disposed in parallel or in series relationship.
- turbine 24 may alternately be omitted and compressor 20 driven by engine 12 mechanically, hydraulically, electrically, or in any other manner known in the art.
- exhaust manifold 26 may be formed as a single integral component through a sand-casting process.
- exhaust manifold 26 may include a first pipe section 28 , a second pipe section 30 , a plurality of inlets 32 a - f disposed in each of first and second pipe sections 28 , 30 , a single common outlet 34 , and first and second bridge members 44 , 46 .
- first and second pipe sections 28 , 30 may be hollow tubular members configured to collect exhaust from inlets 32 .
- First and second pipe sections 28 , 30 may be substantially the same length, connected to the same number of inlets 32 a - f , and have substantially circular cross-sections.
- first pipe section 28 may be connected to three inlets 32 a , 32 b , 32 c
- second pipe section 30 may be connected to three inlets 32 d , 32 e , 32 f .
- First and second pipe sections 28 , 30 may have generally serpentine trajectories to facilitate fluid flow and to allow flexure in multiple directions during thermal expansion. It is contemplated that first and second pipe sections 28 , 30 may have different lengths, be connected to different numbers of inlets 32 a - f , have a cross-sectional shape other than circular, and/or have a trajectory other than serpentine.
- Each inlet 32 a - f may be configured to connect one of first and second pipe sections 28 , 30 to one combustion chamber 18 of engine 12 (see FIG. 1 ) and may include a means for connecting inlets 32 a - f to first and second pipe sections 28 , 30 .
- the means for connecting may include, for example, a flanged end portion 36 , threaded concentric flow members, tapered concentric flow members, a clamp, or any other means for connecting known in the art.
- Each flanged end portion 36 may be integral to either first pipe section 28 or second pipe section 30 , or alternately connected to first or second pipe sections 28 by means of welding.
- Flanged end portion 36 may have a centrally disposed through-hole 38 and two fastener apertures 40 .
- Flanged end portion 36 may have a substantially planar mating surface that is orthogonal to an axis 42 through each of central through holes 38 .
- Through hole 38 may be configured to align with an outlet port (not shown) of combustion chamber 18 after assembly of exhaust manifold 26 to engine 12 .
- Apertures 40 may be configured to receive fasteners 43 (only one shown), such as a bolt, for fastening exhaust manifold 26 to engine 12 . Some or all of apertures 40 may be oversized relative to the associated fasteners. Specifically, aperture diameters may be manufactured to be between 20% and 60% greater than fastener diameters, with a preferable range of 35% to 50% greater, and most preferred aperture diameters of approximately 40% greater than fastener diameters. For example, an aperture diameter of between approximately 12 mm and 16 mm may be used with an M10 bolt, with a preferred aperture diameter of between approximately 13.5 mm and 15 mm, and a most preferred diameter of approximately 14 mm.
- one or more apertures 40 disposed in one or more flanged end portions 36 of centrally located inlets such as, for example, 32 c and/or 32 d , may have an aperture diameter of a conventional nominal size relative to the fastener to anchor the exhaust manifold 26 at a central location, while allowing thermal expansion away from the central location. It is further contemplated that flanged end portions 36 of alternate inlets may have apertures 40 with conventional nominal aperture diameter sizes.
- Outlet 34 may be configured to direct exhaust flows from first and second pipe sections 28 , 30 to turbine 24 and may be offset towards first pipe section 28 relative to a point generally midway between first pipe section 28 and second pipe section 30 .
- Outlet 34 may include a means for connecting exhaust manifold 26 to turbine 24 that may include, for example, a flange 48 , threaded concentric flow members, tapered concentric flow members, a clamp, or any other means for connecting known in the art.
- Flange 48 may have a substantially planar mating surface that may be generally orthogonal to the planar mating surfaces of flanged end portions 36 .
- the substantially planar mating surface of flange 48 may be configured to mate against a similar flange mating surface of turbine 24 mounted vertically above exhaust manifold 26 , relative to engine 12 . It is contemplated that the substantially planar mating surface of flange 48 may alternately be configured to mount a turbine hung from exhaust manifold 26 .
- Flange 48 may include a first orifice 50 and a second orifice 52 .
- First orifice 50 may connect outlet 34 with first pipe section 28 via a first fluid conduit 54 .
- Second orifice 52 may connect outlet 34 with second pipe section 30 via a second fluid conduit 56 and have a centrally located axis 58 that is substantially aligned with the flow of exhaust through second orifice 52 .
- second fluid conduit 56 is longer than first fluid conduit 54 . It is contemplated that second fluid conduit 56 may alternately be shorter or the same size as first fluid conduit 54 .
- Both first fluid conduit 54 and second fluid conduit 56 may have generally arcuate or serpentine trajectories to facilitate fluid flow and to allow flexure in multiple directions during thermal expansion.
- first and second fluid conduits 54 , 56 may have a trajectory other than arcuate or serpentine.
- First bridge member 44 may be disposed between first and second pipe sections 28 , 30 to permanently and rigidly connect first and second pipe sections 28 , 30 to each other.
- first bridge member 44 may be a solid member that connects flanged end portion 36 of inlet 32 e to flanged end portion 36 of inlet 32 d . It is contemplated that first bridge member 44 may alternately be hollow and that additional or alternate flange connections may be implemented.
- Second bridge member 46 may be disposed between first pipe section 28 and first fluid conduit 54 to permanently and rigidly connect first pipe section 28 and first fluid conduit 54 to each other. It is contemplated that second bridge member 46 may be omitted, that the position of second bridge member 46 may be altered, or that additional bridge members may be included, if desired.
- exhaust manifold 26 may be applicable to any combustion-type device such as, for example, an engine, a furnace, or any other device known in the art where the flow of hot exhaust gases must be directed from the combustion device to a turbine or other exhaust system components.
- Exhaust manifold 26 may be a simple, inexpensive, and durable solution to accommodating thermal, vibrational, and mechanical loading of an exhaust system while allowing system design flexibility. Certain aspects of the manufacture and assembly process of exhaust manifold 26 will now be explained.
- exhaust manifold 26 may be formed from a sand casting process.
- Sand casting is the process of making parts wherein molten metal is poured into a mold cavity formed out of sand.
- one half of the mold is called the cope and the other half is called the drag.
- the parting line or the parting surface is the line or surface that separates the cope and drag.
- Exhaust manifold 26 may be formed as a single cast part using a simple two-half mold. As illustrated in FIG. 2 , a single split line 60 denotes where the mold used to form exhaust manifold 26 was split when exhaust manifold 26 was removed from the mold. Also the draft angles may be incorporated internally and the flow paths may be free of bosses or other restricting protrusions. Because exhaust manifold 26 may be formed as a single integral part, exhaust manifold 26 may be free of joints, which can be prone to leakage, especially during thermal expansion.
- first and second bridge members 44 , 46 may provide benefits during the manufacturing process.
- First and second bridge members 44 , 46 being substantially centrally located may provide a means of aligning first pipe section 28 and the associated inlets 32 a - c with second pipe section 30 and associated inlets 32 d - f during introduction of the molten metal and while the molten metal is hardening.
- Exhaust manifold 26 may be assembled to engine 12 by aligning inlets 32 a - f with outlet ports (not shown) of engine 12 and inserting fasteners (not shown) through oversized apertures 40 into threaded holes (not shown) of engine 12 .
- fasteners are inserted through apertures 40 into the holes located on engine 12 , they are tightened to a predetermined degree of fastening force.
- An exemplary torque of between 20 and 50 Nm may be applied, with a preference to a torque of about 33 Nm. Even after the application of torque, portions of exhaust manifold 26 may still be allowed some movement relative to engine 12 to accommodate for thermal expansion differences between exhaust manifold 26 and engine 12 .
- one or more fasteners may be inserted through one or more apertures 40 that have conventional nominally sized diameters to securely anchor at least a portion of exhaust manifold to engine 12 .
- first pipe section 28 may allow for thermal expansion in multiple directions and in multiple planes.
- second pipe section 30 may allow for thermal expansion in multiple directions and in multiple planes.
- exhaust manifold 26 is separate from turbine 24 .
- design flexibility of exhaust system 16 may be enhanced.
- turbine 24 can be located apart from exhaust manifold 26 with an intermediate fluid conduit (not shown) disposed between exhaust manifold 26 and turbine 24 .
- one or more strengthening ribs may be associated with any one of first and 28 , second pipe section 30 , first fluid conduit 54 , and second fluid conduit 56 .
- Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the disclosed exhaust manifold. It is intended that the specification and examples be considered as exemplary only, with a true scope being indicated by the following claims and their equivalents.
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- Exhaust Silencers (AREA)
Abstract
An exhaust manifold for a power system has a first pipe section with at least one inlet configured to fluidly connect the first pipe section to the power system. The exhaust manifold also has a second pipe section disposed adjacent the first pipe section with at least one inlet configured to fluidly connect the second pipe section to the power system. The exhaust manifold further has at least one outlet in fluid communication with the first pipe section and the second pipe section, and at least one bridge member rigidly connecting the first pipe section and the second pipe section.
Description
- The present disclosure relates to an exhaust manifold and, more particularly, to an exhaust manifold for a power system.
- An exhaust manifold is used to convey exhaust gases from a power source to an exhaust system that may include a turbocharger. The exhaust gases from the power source flowing through the exhaust manifold may thermally load the exhaust manifold. The connection of the exhaust manifold to the power system may vibrationally load the exhaust manifold. The turbocharger, which may be physically supported by the exhaust system, may mechanically and/or vibrationally load the exhaust manifold. Thermal loading may be caused by expansion of a material from which the exhaust manifold is formed and the interaction with various constraint points of the exhaust manifold. Vibrational loading may be caused by natural frequencies of the power source and/or the turbocharger connected to the exhaust manifold, as well as environmentally generated frequencies. Mechanical loading may be caused by the turbocharger and various other exhaust system components having their weight supported by the exhaust manifold. If these thermal, vibrational, and mechanical loads are not accommodated, stresses may be induced within the exhaust manifold that can lead to failure.
- One solution to accommodating thermal, vibrational, and mechanical loading of an exhaust manifold is described in U.S. Pat. No. 6,256,990 (“the '990 patent”) issued to Itoh on Jul. 10, 2001. The '990 patent describes an exhaust manifold integrally cast with a turbine housing. In particular, the turbine housing-integrated exhaust manifold of the '990 patent describes a single integral casting that includes pipe portions having a plurality of ports and flanges, a converged portion connected to the pipe portions, and a neck portion that connects a turbine housing to the converged portion.
- Although the turbine housing-integrated exhaust manifold of the '990 patent may accommodate some degree of thermal, vibrational, and mechanical loading, the turbine housing-integrated exhaust manifold may be expensive and may impose restrictive exhaust system design limitations. In particular, because the turbine housing is integral to the exhaust manifold, the turbine housing-integrated exhaust manifold of the '990 patent does not allow any relocation of the turbo charger relative to the exhaust manifold. Further, the casting equipment required to produce the turbine housing-integrated exhaust manifold may be large and complex, thereby increasing the cost of the integral part.
- The disclosed exhaust manifold is directed to overcoming one or more of the problems set forth above.
- In one aspect, the present disclosure is directed to an exhaust manifold for a power system that includes a first pipe section with at least one inlet configured to fluidly connect the first pipe section to the power system. The exhaust manifold also includes a second pipe section disposed adjacent the first pipe section with at least one inlet configured to fluidly connect the second pipe section to the power system. The exhaust manifold further includes at least one outlet in fluid communication with the first pipe section and the second pipe section, and at least one bridge member rigidly connecting the first pipe section and the second pipe section.
- In another aspect, the present disclosure is directed to a method of assembling an exhaust manifold to a power system having an engine. The method includes inserting at least one fastener through at least one oversize aperture in the exhaust manifold to engage the engine. The method further includes applying a predetermined torque to the fastener such that the at least one fastener allows movement of the exhaust manifold relative to the engine after assembly.
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FIG. 1 is a diagrammatic illustration of a power system having an exemplary disclosed exhaust manifold; and -
FIG. 2 is a perspective view of the exhaust manifold ofFIG. 1 . -
FIG. 1 illustrates apower system 10.Power system 10 may include anengine 12 such as, for example, a diesel engine, a gasoline engine, a natural gas engine, or any other engine apparent to one skilled in the art. In one embodiment,engine 12 may be a multi-cylinder engine such as, for example, a six-cylinder engine. It is contemplated thatengine 12 may include additional or fewercylinders. Power system 10 may also include other sources of power, such as a furnace or any other source of power known in the art.Power system 10 may further include anair induction system 14 and anexhaust system 16. -
Air induction system 14 may be configured to introduce compressed air into acombustion chamber 18 ofengine 12.Air induction system 14 may include acompressor 20 connected toengine 12 via an intake manifold 22.Compressor 20 may include a fixed geometry type compressor, a variable geometry type compressor, or any other type of compressor known in the art. It is contemplated that more than onecompressor 20 may be included and disposed in parallel or in series relationship. It is further contemplated thatcompressor 20 may be omitted, for example, when a non-compressed air induction system is desired. -
Exhaust system 16 may be configured to direct exhaust fromengine 12 to aturbine 24 via anexhaust manifold 26. Turbine 24 may be connected tocompressor 20 to drivecompressor 20. In particular, as the hot exhaustgases exiting engine 12 expand against the blades (not shown) ofturbine 24,turbine 24 may be caused to rotate, thereby rotating connectedcompressor 20. It is contemplated that more than oneturbine 24 may be included withinexhaust system 16 and disposed in parallel or in series relationship. It is also contemplated thatturbine 24 may alternately be omitted andcompressor 20 driven byengine 12 mechanically, hydraulically, electrically, or in any other manner known in the art. - As illustrated in
FIG. 2 ,exhaust manifold 26 may be formed as a single integral component through a sand-casting process. In particular,exhaust manifold 26 may include afirst pipe section 28, asecond pipe section 30, a plurality of inlets 32 a-f disposed in each of first andsecond pipe sections common outlet 34, and first andsecond bridge members - Each of first and
second pipe sections second pipe sections first pipe section 28 may be connected to threeinlets second pipe section 30 may be connected to threeinlets second pipe sections second pipe sections - Each inlet 32 a-f may be configured to connect one of first and
second pipe sections combustion chamber 18 of engine 12 (seeFIG. 1 ) and may include a means for connecting inlets 32 a-f to first andsecond pipe sections end portion 36, threaded concentric flow members, tapered concentric flow members, a clamp, or any other means for connecting known in the art. Each flangedend portion 36 may be integral to eitherfirst pipe section 28 orsecond pipe section 30, or alternately connected to first orsecond pipe sections 28 by means of welding. Flangedend portion 36 may have a centrally disposed through-hole 38 and twofastener apertures 40. Flangedend portion 36 may have a substantially planar mating surface that is orthogonal to anaxis 42 through each of central throughholes 38. Throughhole 38 may be configured to align with an outlet port (not shown) ofcombustion chamber 18 after assembly ofexhaust manifold 26 toengine 12. -
Apertures 40 may be configured to receive fasteners 43 (only one shown), such as a bolt, for fasteningexhaust manifold 26 toengine 12. Some or all ofapertures 40 may be oversized relative to the associated fasteners. Specifically, aperture diameters may be manufactured to be between 20% and 60% greater than fastener diameters, with a preferable range of 35% to 50% greater, and most preferred aperture diameters of approximately 40% greater than fastener diameters. For example, an aperture diameter of between approximately 12 mm and 16 mm may be used with an M10 bolt, with a preferred aperture diameter of between approximately 13.5 mm and 15 mm, and a most preferred diameter of approximately 14 mm. It is contemplated that one ormore apertures 40 disposed in one or more flangedend portions 36 of centrally located inlets such as, for example, 32 c and/or 32 d, may have an aperture diameter of a conventional nominal size relative to the fastener to anchor theexhaust manifold 26 at a central location, while allowing thermal expansion away from the central location. It is further contemplated that flangedend portions 36 of alternate inlets may haveapertures 40 with conventional nominal aperture diameter sizes. -
Outlet 34 may be configured to direct exhaust flows from first andsecond pipe sections turbine 24 and may be offset towardsfirst pipe section 28 relative to a point generally midway betweenfirst pipe section 28 andsecond pipe section 30.Outlet 34 may include a means for connectingexhaust manifold 26 toturbine 24 that may include, for example, aflange 48, threaded concentric flow members, tapered concentric flow members, a clamp, or any other means for connecting known in the art.Flange 48 may have a substantially planar mating surface that may be generally orthogonal to the planar mating surfaces offlanged end portions 36. The substantially planar mating surface offlange 48 may be configured to mate against a similar flange mating surface ofturbine 24 mounted vertically aboveexhaust manifold 26, relative toengine 12. It is contemplated that the substantially planar mating surface offlange 48 may alternately be configured to mount a turbine hung fromexhaust manifold 26.Flange 48 may include afirst orifice 50 and asecond orifice 52. -
First orifice 50 may connectoutlet 34 withfirst pipe section 28 via a firstfluid conduit 54.Second orifice 52 may connectoutlet 34 withsecond pipe section 30 via a secondfluid conduit 56 and have a centrally locatedaxis 58 that is substantially aligned with the flow of exhaust throughsecond orifice 52. In one embodiment, secondfluid conduit 56 is longer than firstfluid conduit 54. It is contemplated that secondfluid conduit 56 may alternately be shorter or the same size as firstfluid conduit 54. Both firstfluid conduit 54 and secondfluid conduit 56 may have generally arcuate or serpentine trajectories to facilitate fluid flow and to allow flexure in multiple directions during thermal expansion. It is contemplated that a single orifice may alternately be included withinoutlet 34 that is fluidly connected to both first and secondfluid conduits fluid conduits -
First bridge member 44 may be disposed between first andsecond pipe sections second pipe sections first bridge member 44 may be a solid member that connectsflanged end portion 36 ofinlet 32 e toflanged end portion 36 ofinlet 32 d. It is contemplated thatfirst bridge member 44 may alternately be hollow and that additional or alternate flange connections may be implemented. -
Second bridge member 46 may be disposed betweenfirst pipe section 28 and firstfluid conduit 54 to permanently and rigidly connectfirst pipe section 28 and firstfluid conduit 54 to each other. It is contemplated thatsecond bridge member 46 may be omitted, that the position ofsecond bridge member 46 may be altered, or that additional bridge members may be included, if desired. - The disclosed exhaust manifold may be applicable to any combustion-type device such as, for example, an engine, a furnace, or any other device known in the art where the flow of hot exhaust gases must be directed from the combustion device to a turbine or other exhaust system components.
Exhaust manifold 26 may be a simple, inexpensive, and durable solution to accommodating thermal, vibrational, and mechanical loading of an exhaust system while allowing system design flexibility. Certain aspects of the manufacture and assembly process ofexhaust manifold 26 will now be explained. - As described above,
exhaust manifold 26 may be formed from a sand casting process. Sand casting is the process of making parts wherein molten metal is poured into a mold cavity formed out of sand. The more complex a part is, the more complex the mold used to form the part must be. The fewer the number of mold parts, the less expensive the molds and the processes of making the parts are. In a two-part mold, one half of the mold is called the cope and the other half is called the drag. The parting line or the parting surface is the line or surface that separates the cope and drag. -
Exhaust manifold 26 may be formed as a single cast part using a simple two-half mold. As illustrated inFIG. 2 , asingle split line 60 denotes where the mold used to formexhaust manifold 26 was split whenexhaust manifold 26 was removed from the mold. Also the draft angles may be incorporated internally and the flow paths may be free of bosses or other restricting protrusions. Becauseexhaust manifold 26 may be formed as a single integral part,exhaust manifold 26 may be free of joints, which can be prone to leakage, especially during thermal expansion. - The location of first and
second bridge members second bridge members first pipe section 28 and the associated inlets 32 a-c withsecond pipe section 30 and associatedinlets 32 d-f during introduction of the molten metal and while the molten metal is hardening. -
Exhaust manifold 26 may be assembled toengine 12 by aligning inlets 32 a-f with outlet ports (not shown) ofengine 12 and inserting fasteners (not shown) throughoversized apertures 40 into threaded holes (not shown) ofengine 12. In particular, as the fasteners are inserted throughapertures 40 into the holes located onengine 12, they are tightened to a predetermined degree of fastening force. An exemplary torque of between 20 and 50 Nm may be applied, with a preference to a torque of about 33 Nm. Even after the application of torque, portions ofexhaust manifold 26 may still be allowed some movement relative toengine 12 to accommodate for thermal expansion differences betweenexhaust manifold 26 andengine 12. In addition to the fasteners inserted throughapertures 40 that have oversized diameters, one or more fasteners may be inserted through one ormore apertures 40 that have conventional nominally sized diameters to securely anchor at least a portion of exhaust manifold toengine 12. - Several advantages may be realized from the overall design of
exhaust manifold 26. In particular, the serpentine and arcuate nature offirst pipe section 28,second pipe section 30, firstfluid conduit 54, and secondfluid conduit 56 may allow for thermal expansion in multiple directions and in multiple planes. Further, becauseexhaust manifold 26 is separate fromturbine 24, design flexibility ofexhaust system 16 may be enhanced. Specifically,turbine 24 can be located apart fromexhaust manifold 26 with an intermediate fluid conduit (not shown) disposed betweenexhaust manifold 26 andturbine 24. - It will be apparent to those skilled in the art that various modifications and variations can be made to the disclosed exhaust manifold. For example, one or more strengthening ribs may be associated with any one of first and 28,
second pipe section 30, firstfluid conduit 54, and secondfluid conduit 56. Other embodiments will be apparent to those skilled in the art from consideration of the specification and practice of the disclosed exhaust manifold. It is intended that the specification and examples be considered as exemplary only, with a true scope being indicated by the following claims and their equivalents.
Claims (44)
1. An exhaust manifold for a power system, comprising:
a first pipe section having at least one inlet configured to fluidly connect the first pipe section to the power system;
a second pipe section disposed adjacent the first pipe section and having at least one inlet configured to fluidly connect the second pipe section to the power system;
at least one outlet in fluid communication with the first pipe section and the second pipe section; and
at least one bridge member rigidly connecting the first pipe section to the second pipe section.
2. The exhaust manifold of claim 1 , wherein the first and second pipe sections are connected to the power system such that the exhaust manifold is allowed to move relative to the power system.
3. The exhaust manifold of claim 1 , wherein the at least one inlet of at least one of the first and second pipe sections includes a means for mechanically connecting the exhaust manifold to the power system while allowing movement of the exhaust manifold relative to the power system.
4. The exhaust manifold of claim 3 , wherein the means for mechanically connecting includes a flange connected to the at least one of the first and second pipe sections.
5. The exhaust manifold of claim 4 , wherein the flange includes an aperture for receiving a fastener.
6. The exhaust manifold of claim 5 , wherein the aperture is oversized relative to the fastener.
7. The exhaust manifold of claim 6 , wherein the aperture has a diameter that is between approximately 20% and 60% greater in size than the fastener.
8. The exhaust manifold if claim 6 , wherein the aperture has a diameter that is between approximately 35% and 50% greater in size than the fastener.
9. The exhaust manifold of claim 6 , wherein the aperture has a diameter that is approximately 40% greater in size than the fastener.
10. The exhaust manifold of claim 3 , wherein the means for mechanically connecting includes a first flange connected to the first pipe section and a second flange connected to the second pipe section, and the at least one bridge member is disposed between the first flange and the second flange.
11. The exhaust manifold of claim 1 , wherein the at least one inlet of the first pipe section has a centrally-located axis and the at least one inlet of the second pipe section has a centrally-located axis substantially parallel to the centrally-located axis of the at least one inlet of the first pipe section.
12. The exhaust manifold of claim 11 , wherein the outlet has at least one axis aligned with a flow direction through the outlet and substantially orthogonal to the centrally-located axis of the at least one inlet of both the first and second pipe sections.
13. The exhaust manifold of claim 1 , wherein the outlet is offset towards one of the first and second pipe sections from a point substantially midway between the first and second pipe sections.
14. The exhaust manifold of claim 1 , wherein the first pipe section has a first end, the second pipe section has a second end disposed in substantially opposite orientation relative to the first end, and the outlet is offset towards one of the first and second ends from a point substantially midway between the first and second ends.
15. The exhaust manifold of claim 1 , wherein the at least one inlet of the first pipe section includes a first plurality of inlets, the at least one inlet of the second pipe section includes a second plurality of inlets, the number of first plurality of inlets is equal to the number of second plurality of inlets, the first and second plurality of inlets are equally spaced, and the outlet is offset towards one of the first and second plurality of inlets from a point substantially midway between the first and second plurality of inlets.
16. The exhaust manifold as in claim 1 , further including a first conduit connecting the first pipe section to the outlet, and a second conduit connecting the second pipe section to the outlet.
17. The exhaust manifold of claim 16 , wherein the first conduit has a length greater than a length of the second conduit.
18. The exhaust manifold of claim 16 , wherein the at least one bridge member is a first bridge member, and the exhaust manifold further includes a second bridge member provided between one of the first and second pipe sections and one of the first and second conduits.
19. The exhaust manifold of claim 16 , wherein at least one of the first pipe section, the second pipe section, the first conduit, and the second conduit has a serpentine shape.
20. The exhaust manifold of claim 1 , wherein the power system includes a turbocharger and the outlet includes a means for connecting the exhaust manifold to the turbocharger.
21. The exhaust manifold of claim 1 , wherein the exhaust manifold is integrally formed as a single unit.
22. The exhaust manifold of claim 1 , wherein the exhaust manifold is formed by sand casting.
23. A method of assembling an exhaust manifold to a power system having an engine, the method comprising:
inserting at least one fastener through at least one oversize aperture in the exhaust manifold to engage the engine; and
applying a predetermined torque to the fastener such that the at least one fastener allows movement of at least a portion of the exhaust manifold relative to the engine after assembly.
24. The method of claim 23 , wherein the predetermined torque is between approximately 20 and 50 Nm.
25. The method of claim 23 , wherein the predetermined torque is approximately 33 Nm.
26. The method of claim 23 , further including inserting at least a second fastener through at least one aperture nominally sized for the at least a second fastener to anchor at least a second portion of the exhaust manifold to the engine.
27. A power system, comprising:
an engine;
a turbocharger in fluid communication with an exhaust flow of the engine and configured to compress air directed into the engine;
an exhaust manifold fluidly disposed between the engine and the turbocharger, the exhaust manifold including:
a first pipe section having at least one inlet configured to fluidly connect the first pipe section to the engine;
a second pipe section disposed adjacent the first pipe section and having at least one inlet configured to fluidly connect the second pipe section to the engine;
at least one outlet in fluid communication with the first pipe section and the second pipe sections; and
at least one bridge member rigidly connecting the first pipe section to the second pipe section.
28. The power system of claim 27 , further including a first flange associated with the at least one inlet of the first pipe section and a second flange associated with the at least one inlet of the second pipe section, the first and second flanges configured to mechanically connect the exhaust manifold to the engine while allowing movement of the exhaust manifold relative to the engine.
29. The power system of claim 28 , wherein each of the first and second flanges include an over-sized aperture for receiving a fastener.
30. The power system of claim 29 , wherein the at least one bridge member is disposed between the first and second flanges.
31. The power system of claim 27 , wherein the at least one inlet of the first pipe section has a centrally-located axis and the at least one inlet of the second pipe section has a centrally-located axis substantially parallel to the centrally-located axis of the at least one inlet of the first pipe section.
32. The power system of claim 31 , wherein the outlet has at least one axis aligned with a flow direction through the outlet and substantially orthogonal to the centrally-located axis of the at least one inlet of both the first and second pipe sections.
33. The power system of claim 27 , wherein the outlet is offset towards one of the first and second pipe sections from a point substantially midway between the first and second pipe sections.
34. The power system as in claim 27 , further including a first conduit connecting the first pipe section to the outlet, and a second conduit connecting the second pipe section to the outlet.
35. The power system of claim 34 , wherein the first conduit has a length greater than a length of the second conduit.
36. The power system of claim 34 , wherein the at least one bridge member is a first bridge member and the exhaust manifold further includes a second bridge member provided between one of the first and second pipe sections and one of the first and second conduits.
37. The power system of claim 34 , wherein at least one of the first pipe section, the second pipe section, the first conduit, and the second conduit has a serpentine shape.
38. The power system of claim 27 , wherein the outlet includes a flange configured to connect the exhaust manifold to the turbocharger.
39. The power system of claim 27 , wherein the exhaust manifold is integrally formed as a single unit.
40. The power system of claim 27 , wherein the exhaust manifold is formed by sand casting.
41. An exhaust system for an engine, comprising:
an exhaust manifold having a plurality of oversize apertures; and
a plurality of fasteners insertable through the oversize apertures to connect the exhaust manifold to the engine, such that the exhaust manifold is movable relative to the engine after assembly.
42. The exhaust system of claim 41 , wherein at least one of the plurality of fasteners connecting the exhaust manifold to the engine is torqued between approximately 20 and 50 Nm.
43. The exhaust system of claim 41 , wherein at least one of the plurality of fasteners connecting the exhaust manifold to the engine is torqued to approximately 33 Nm.
44. The exhaust system of claim 41 , further including at least one anchoring fastener, wherein the exhaust manifold further includes at least one aperture nominally sized for the at least one anchoring fastener, the at least one anchoring fastener being configured to anchor at least a portion of the exhaust manifold to the engine.
Priority Applications (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/916,416 US20060032219A1 (en) | 2004-08-12 | 2004-08-12 | Power system exhaust manifold |
EP05012619A EP1626165A1 (en) | 2004-08-12 | 2005-06-13 | Power system exhaust manifold |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US10/916,416 US20060032219A1 (en) | 2004-08-12 | 2004-08-12 | Power system exhaust manifold |
Publications (1)
Publication Number | Publication Date |
---|---|
US20060032219A1 true US20060032219A1 (en) | 2006-02-16 |
Family
ID=35262107
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
US10/916,416 Abandoned US20060032219A1 (en) | 2004-08-12 | 2004-08-12 | Power system exhaust manifold |
Country Status (2)
Country | Link |
---|---|
US (1) | US20060032219A1 (en) |
EP (1) | EP1626165A1 (en) |
Cited By (5)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20090031722A1 (en) * | 2006-08-10 | 2009-02-05 | Byeongil An | Multistage Exhaust Turbocharger |
US20090151343A1 (en) * | 2007-12-14 | 2009-06-18 | Hyundai Motor Company | Integrally Formed Engine Exhaust Manifold and Cylinder Head |
US20120260653A1 (en) * | 2011-04-14 | 2012-10-18 | Caterpillar Inc. | Internal combustion engine with improved exhaust manifold |
US20180187625A1 (en) * | 2017-01-02 | 2018-07-05 | Ford Global Technologies, Llc | Internal combustion engine with cylinder head |
EP3514361A1 (en) * | 2018-01-23 | 2019-07-24 | Mazda Motor Corporation | Multi-cylinder engine, and cylinder head |
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Also Published As
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Legal Events
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AS | Assignment |
Owner name: PERKINS ENGINES COMPANY, UNITED KINGDOM Free format text: ASSIGNMENT OF ASSIGNORS INTEREST;ASSIGNOR:DIRKER, MARTIN WAYNE;REEL/FRAME:015686/0918 Effective date: 20040809 |
|
STCB | Information on status: application discontinuation |
Free format text: ABANDONED -- FAILURE TO RESPOND TO AN OFFICE ACTION |