• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The present invention relates to a manifold for receiving exhaust gases from a cylindrical combustion engine (1). The branch pipe one comprises a star line (4), a first branch line 3a-c) which are adapted to receive exhaust gases from a first cylinder (Za-c) and lead the exhaust gases into the main line (4) via a first outlet opening (3a1-30,1). , and at least one second branch line 3b-d) adapted to receive exhaust gases å 'from a second cylinder (2b-d) and lead the exhaust gases into the main line (4) via a second outlet opening (3b1-3d1) located downstream of the first outlet opening with respect to the intended flow direction of the exhaust gases in the main line (4), the manifold comprises a guide element (7) projecting into the main line (4) so that it creates a reduced flow area for the exhaust gases adjacent to the second outlet opening (3b1-3d1) and that the control element (7) comprises at least one through hole (70) which is sized so that a part of the exhaust gases in the main line (4) which reach the control element (7) is passed through said hole (7c). (rig. 2)
    公开号:SE1150971A1
    申请号:SE1150971
    申请日:2011-10-20
    公开日:2013-04-21
    发明作者:Dennis Konstanzer
    申请人:Scania Cv Ab；
    IPC主号:
    专利说明:

    A known way of counteracting this disturbance is to provide the trunk line with constrictions in connection with the outlet of the branch lines in the trunk line. Thus, the exhaust gases obtain an increased speed and a reduced static pressure in connection with the outlet of the branch lines in the main line. The reduced static pressure of the exhaust gases makes it possible to discharge exhaust gases from a branch line with a lower pressure in the main line. However, designing the main line with constrictions has the disadvantage that the exhaust gas flow losses in the main line increase.
    SUMMARY OF THE INVENTION The object of the present invention is to provide a manifold for receiving exhaust gases from an internal combustion engine where the risk of the type of "disturbance of exhaust gas" called crosstalk is substantially eliminated while the exhaust gas flow losses in the main line can be kept at a low level.
    This object is achieved with the manifold of the kind mentioned in the introduction, which is characterized by the features stated in the characterizing part of claim 1. With the aid of a control element, the flow area for the exhaust gases in the main line can be reduced in a simple manner in connection with the outlet opening of the other branch line. The exhaust gases in the main line thus obtain an increased speed and a reduced static pressure in connection with the outlet opening of the other branch line in the main line. This means that the risk of exhaust gases from the main line being led down into the second branch line is substantially eliminated even during occasions when the exhaust valves in the first cylinder open at the same time as the exhaust valves in the second cylinder are open. As a result, the piston in the second cylinder does not need to supply any additional pumping work to discharge the exhaust gases from the cylinder to the second branch line and the main line at such times. The control element comprises a discharge portion where the contact of the exhaust gases with the control element ceases. Immediately downstream of the edge portion olrårikornligt relief vortices are created. The control element thus comprises a hole so that a part of the exhaust gases can be led through the control element to the reading side of the control element. The negative pressure on the reading side of the control element is thereby reduced, which results in the size of the release vortices being reduced and thus the losses of the exhaust gases in the main line as they flow past the control element. The guide element may comprise fl more than one hole.
    According to an embodiment of the present invention, the control element projects into the main line so that it creates a reduced flow area for the exhaust gases of the order of 10-40%. By such a reduction of the exhaust area's flow area, the exhaust gas velocity can be markedly increased and the static pressure lowered to a level where the risk of crosstalk is substantially eliminated without the exhaust resistance of the exhaust gases as they pass the control element becoming too great. The control element is advantageously arranged in a position so that it substantially reduces the flow area of the exhaust gases on the side of the star line where the outlet opening of the other branch line is arranged. The control element is advantageously arranged substantially immediately upstream of the outlet opening in the main line with respect to the flow direction of the exhaust gases in the main line. Thus, the exhaust gases in the main line will flow past the outlet opening of the second branch line at a distance defined by the extension of the control element into the main line. This also creates an area downstream of the control element where the exhaust gases from the second branch line can be led into the main line. Such a control element also prevents exhaust gases from the second branch line from being led in an undesired direction in the main line.
    According to another preferred embodiment of the present invention, the control element comprises a first control surface which is adapted to be struck by a part of the exhaust gases flowing in the main line, the first control surface having a slope so that it successively reduces the flow area of the exhaust gases adjacent to the second outlet opening. As the flow area is gradually reduced, the exhaust losses of the exhaust gases in the flow-reducing area can be kept at a low level.
    Said holes may have a cross-sectional area which is 5-15% of the area of the first guide surface. With such a heel, a relatively small part of the exhaust gases which reach the control element will be led through this to the reading side of the control element. However, such an amount of exhaust gas is in most cases sufficient to reduce the exhaust vortices which arise downstream of the control element.
    The exhaust gas through the said hole also provides a displacement of the exhaust vortices from the control element. With a suitable such displacement, the vortices end up in a position where they at least partially cover the outlet opening of the second branch line. The risk of exhaust gases from the main line penetrating into the other branch line is thus further reduced.
    According to another preferred embodiment of the present invention, the control element comprises a second control surface which is adapted to control the exhaust gases as they are led into the main line from the second outlet opening, the second control surface having a slope which is substantially parallel to the flow direction of the exhaust gases as they leave the second the branch line. The second branch line advantageously has a certain curvature in connection with the outlet opening in the main line so that the exhaust gases leaving the second branch line are led in a direction which at least partly corresponds to the intended flow direction of the exhaust gases in the main line. When the exhaust valves in the second cylinder open, the exhaust gases flow out of the second branch line and into the main line at a high speed. The second control surface of the control element here leads the exhaust gases into the main line and in a desired direction. The second control surface of the control element thus substantially prevents the exhaust gases from flowing in an incorrect direction in the main line and into a branch line arranged upstream. In this case, the second guide surface forms an angle with the stretch of the hole so that substantially no exhaust gases from the second cylinder pass through the hole. The hole in the control element thus does not favor the formation of an exhaust gas flow in the wrong direction in the main line.
    According to another preferred embodiment of the present invention, the guide element has a substantially constant wall thickness. In this case, the first guide surface and the second guide surface become substantially parallel. Such a control element can advantageously have a relatively simple design. The control element can have a thinner wall thickness than the wall thickness in the branch lines and the star line. The guide element can consist of a pipe section of the second branch line which projects into the main line. During a manufacturing process of the branch pipe, this pipe section can be inserted through an opening in the main line to a position in which it projects a suitable distance into the main line, after which the branch line and the main line are connected to each other by welding or other fixed method. Alternatively, the guide element may consist of a separate unit which is attached inside the main conduit by a suitable fixed method. Such a separate guide element may be provided with individually shaped first and second guide surfaces.
    According to another preferred embodiment of the present invention, the manifold comprises at least three manifolds which direct exhaust gases from three cylinders to the main line. The more cylinders of an internal combustion engine connected to a main line, the more difficult it is to prevent the opening hours of the exhaust valves of two cylinders from overlapping. In a manifold that receives exhaust gases from four cylinders, it is substantially impossible to prevent the opening times of the exhaust valves of different cylinders from overlapping each other.
    BRIEF DESCRIPTION OF THE DRAWINGS In the following, preferred embodiments of the invention are described, by way of example, with reference to the accompanying drawings, in which Fig. 1 shows a manifold for receiving exhaust gases from a four-cylinder internal combustion engine, Fig. 2 shows a connecting area between a trunk line and a branch line of the manifold and Fig. 3 shows a sectional view of the trunk line in the plane AA in Fig. 2 DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT OF THE INVENTION Fig. 1 schematically shows an internal combustion engine 1 with four cylinders 2a-d. The exhaust gases from the cylinders of the internal combustion engine 1 are received in a manifold. The manifold comprises four branch lines 3a-d, each of which receives exhaust gases from one of the four cylinders Za-d.
    The branch pipe comprises a main line 4 which receives exhaust gases from the branch lines 3a-d.
    The main line 4 turns into an exhaust line 5 which can lead the exhaust gases to a turbine of a turbocharger. The exhaust gas flow from the respective cylinders Za-d of the internal combustion engine is controlled by at least one exhaust valve which is slidably arranged between a closed and an open state. Often, each of the cylinders 2a-d is provided with two exhaust valves to facilitate the exhaust flow from the cylinders.
    In connection with the exhaust valves opening, an initial exhaust fate is led with a high pressure out from the cylinder 2a-d via the respective branch line 3a-d to the main line 4.
    During the remaining time that the exhaust valves in a cylinder are open, the exhaust gases are discharged with a lower pressure in the branch line 3a-d. This lower pressure is essentially ignited by the movements of the piston in the cylinder 2a-d as it pushes the exhaust gases from the cylinder in the branch line Ba-d. When a manifold receives exhaust gases from four cylinders Za-d, it is substantially impossible to avoid that the opening times of the exhaust valves of the respective cylinders 2a-d overlap. The manifold will thus receive exhaust gases from more than one cylinder at certain times.
    In cases where the exhaust valves of two cylinders are open at the same time, the exhaust fumes from the respective cylinders can affect each other. This is especially the case on occasions when exhaust gases from two cylinders are led out into the manifold with markedly different pressures.
    This occurs when the drain valves of one cylinder open at the same time as the exhaust valves of another cylinder are already open. In such cases, the exhaust gases with the higher pressure can flow down into the branch line that discharges exhaust gases with the lower pressure. Thus, the pressure in the branch line rises and an increased pumping action of the piston in this cylinder is required to pump out the exhaust gases. Such increased pumping work leads to the internal combustion engine 1 obtaining a higher fuel consumption. To avoid this disturbance of the exhaust gas fate in the manifold, which can be called crosstalk, a control element 7 has been arranged in each of the connecting areas where the branch lines 3b-d have outlet openings 3b1-3d1 which discharge exhaust gases in the main line 4.
    Fig. 2 shows in more detail the connecting pipe area where the branch line 3c discharges exhaust gases in the main line 4. The control element 7 is arranged in the main line 4 in a position immediately upstream of the branch line outlet opening 30.1 in the main line 4 with respect to the intended flow direction in the main line 4. has a free edge portion 7d which projects a distance into the main line 4 so that a reduced flow area is created for the exhaust gases in the main line 4 in connection with the connecting pipe area. The control element 7 can reduce the flow area in the main line 4 of the order of 10-40%. The control element 7 can, for example, reduce the flow area by 30%. Control element 7 has a location so that it substantially reduces the flow area of the exhaust gases on the side of the main line 4 where the branch line 3c has its outlet opening 301. The control element 7 has a first control surface 7a which is adapted to be hit by a part of the exhaust gases flowing in the main line 4.
    The first control surface 7a has an angle with the flow direction of the exhaust gases in the main line 4 so that they obtain a relatively soft deflection when they hit the control element 7. The control element 7 thus reduces the exhaust area of the exhaust gases in the connecting area between the main line 4 and the branch line 3c. The exhaust gases in the main line 4 thus obtain an increased flow rate in the connecting pipe area and a reduced static pressure, which reduces the tendency of the exhaust gases to flow down into the branch line 3c.
    The control element has a second control surface 7b which has the task of directing the exhaust gases fi from the branch line 3c into the main line 4. The branch line 3 :: has a curvature upstream of the outlet opening 3c1 so that the exhaust gases passed through the outlet opening 3c1 obtain a flow direction the main line 4. The second control surface 1b substantially maintains the continued flow direction of the exhaust gases some distance into the main line 4. The control element 10 consists of a relatively thin-walled element with a substantially constant wall thickness.
    The first guide surface 7a and the second guide surface 7b are thus parallel. In this case, the guide element 7 constitutes an end portion of a pipe forming the branch line 30. Alternatively, the control element 7 may be constituted by a separate unit which fixedly connects the connecting area between the main line 4 and the branch line 3c.
    The control element 7 comprises a through hole 7c which is sized so that a small part of the exhaust gases flowing through the main line 4 passes through said hole 7c.
    Fig. 3 shows a cross-sectional view in the plane A-A in Figs. The hole "1c in this case is round and has a substantially central location on the first guide surface 3a. The hole 7c has a cross-sectional area which constitutes 5 -15%, preferably about 10% of the area of the first guide surface 3a. The hole 3c forms a short flow channel which in this case has a substantially parallel stretch with the main flow direction of the exhaust gases in the main line 4. Alternatively, the hole may have a stretch which forms a substantially right angle with the first guide surface 7a and the second guide surface 7b.
    When the exhaust valves in the cylinder 2c are open and when the exhaust valves in one of the cylinders 2a, 2b open, an instantaneous exhaust flow is obtained from two cylinders in the manifold. The exhaust gases from the cylinders 2a, 2b are discharged into the main line 4 with a high pressure in a position upstream of the branch line 30. When the exhaust gases in the main line 4 reach the connecting pipe area with the branch line 3c, a part of the exhaust current hits the first control surface 7a which reduces the exhaust gas flow area. obtains an increased speed and a reduced static pressure in the connecting rod area. When the exhaust gases leave the control surface 7, an exhaust gas vortex 8 is formed in an area immediately downstream of the edge portion 7d. A small part of the exhaust gas flow in the main line 4 is led through the hole 7c in the control element 7. The exhaust currents through the hole 7c increase the pressure on the read side of the control element 7, which reduces the size of the exhaust vortex and thus the exhaust flow losses in the main line 4. At the same time downstream direction from the control element 7. Thus the exhaust vortex 8 ends up in a position substantially above the outlet opening 3c1 of the branch line 3c in the main line 4 and in particular above a downstream part of the outlet opening 3c1 where there is the greatest risk of exhaust gases in the main line 4c. When the exhaust vortex 8 is in this position, it thus prevents in a very effective way that the exhaust gas flow in the main line 4 is led down into the branch line 3c. If instead the exhaust valves in the cylinder 2c open at a time when the exhaust valves of one of the upstream cylinders 2a, b are open streams exhaust gases with a high pressure out of the cylinder 2c and reach the main line 4 via the branch line 3c.
    The second control surface 7b of the control element 7 directs the exhaust gases in the main line 4 in the intended flow direction in the main line 4. This prevents the exhaust gases from flowing in an incorrect direction in the main line 4. Even if the exhaust valves of one of the cylinders 2a, 2b are already open when the exhaust valves of the cylinder 2c thus, the control element 7 prevents the exhaust gases from the cylinder 2c from reaching the upstream branch lines 3a, 3b-E fi since the exhaust gases flow along the second guide surface 7b at a high velocity in a direction clearly deviating from the flow direction through the hole 7c in this case substantially no exhaust flow is obtained. 7c.
    The invention is in no way limited to the embodiment described above but can be varied freely within the scope of the claims. The shape of the guide element can, for example, be varied as well as the number of holes in the guide element, the shape and location of the hole. Likewise, the number of cylinders which via branch pipes connect to a main line can vary and in its simplest form the engine has only two cylinders which connect to a common main line. In the case of VS engines, for example, it is common for the engine to have two star lines which on each side of the engine connect to a cylinder bank. In such a configuration, it is suitable that each trunk line is designed in accordance with the descriptive example OVEIII.
    权利要求:
    Claims (10)
    [1]
    Manifold for receiving exhaust gases from an fl cylindrical internal combustion engine (1), the manifold one comprising a main line (4), a first branch line (3 ac) adapted to receive exhaust gases from a first cylinder (2a-c) and lead in the exhaust gases in the main line (4) via a first outlet opening (3 a1-3 1: 1), and at least a second branch line 3b-d) adapted to receive exhaust gases from a second cylinder (2b-d) and lead the exhaust gases into the main line (4) via a second outlet opening (3 b1-3 dl) located downstream of the first outlet opening with respect to the intended flow direction of the exhaust gases in the main line (4), the main line (4) comprising a reduced flow area for the exhaust gases in the main line (4) in connection to the second outlet opening (3b1-3d1), characterized in that the manifold comprises a control element (7) projecting into the main line (4) so as to create said reduced flow area for the exhaust gases in connection with the second outlet opening (3). b1-3d1) and that the control element (7) comprises at least one through hole (7a) which is sized so that a part of the exhaust gases in the main line (4) which reach the control element (7) is passed through said hole (70).
    [2]
    Manifold according to claim 1, characterized in that the control element (7) projects into the main line so that it creates a reduced scattering area for the exhaust gases of the order of 10-40%.
    [3]
    Manifold according to claim 1 or 2, characterized in that the control element (7) is arranged in a position so that the flow area of the exhaust gases on the side of the main line (4) where the second outlet opening (3b1-3d1) is arranged is substantially reduced.
    [4]
    Manifold according to one of the preceding claims, characterized in that the guide element (7) comprises a first guide surface (7a) which is adapted to be struck by a part of the exhaust gases flowing in the main line (4), the first guide surface (7a) having a slope so that it successively reduces the flow area of the exhaust gases in the flow direction adjacent to the second outlet opening (3b1-3 d1).
    [5]
    Branch pipe according to any one of the preceding claims, characterized in that said hole (70) has a cross-sectional area which is 5-15% of the area of the first guide surface (7 a). 10 15 20 10
    [6]
    Manifold according to one of the preceding claims, characterized in that the control element (7) comprises a second control surface (7b) which is adapted to control the exhaust gases when they are led into the main line (4) from the second outlet opening (3b1-3d1), wherein it the second guide surface (7b) has an inclination which is substantially parallel to the flow direction of the exhaust gases as they leave the second branch line (3b-3 d).
    [7]
    Branch pipe according to one of the preceding claims, characterized in that the guide element (7) has a substantially constant wall thickness.
    [8]
    Branch pipe according to one of the preceding claims, characterized in that the guide element (7) consists of a pipe section housing the second branch pipe (3b-d) which projects into the main pipe (4).
    [9]
    Branch pipe according to one of the preceding claims, characterized in that the guide element (7) constitutes a separate unit which is fixed inside the main line (4),
    [10]
    Manifold according to one of the preceding claims, characterized in that it comprises at least three manifolds which direct exhaust gases from three cylinders to the star manifold (4)
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    同族专利:
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    BR112014009374A2|2017-04-18|
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    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    US2406656A|1939-04-04|1946-08-27|Fed Reserve Bank|Exhaust energy converting means for internal-combustion engines|
    US3543509A|1968-07-19|1970-12-01|Outboard Marine Corp|Engine exhaust system|
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    JP3444308B2|1994-02-25|2003-09-08|カルソニックカンセイ株式会社|Exhaust gas collecting device and method of manufacturing the same|
    JPH08200056A|1995-01-20|1996-08-06|Toyota Motor Corp|Exhaust manifold|
    JP2000104545A|1998-09-25|2000-04-11|Kubota Corp|Exhaust manifold for engine having a plurality of cylinders|
    JP2000145446A|1998-11-05|2000-05-26|Nippon Soken Inc|Exhaust system of internal combustion engine|
    JP2001082141A|1999-09-16|2001-03-27|Trust:Kk|Exhaust gas straightening device for collecting exhaust pipe|
    US7171805B2|2005-04-20|2007-02-06|Daimlerchrysler Corporation|Deflector style exhaust manifold|
    US8347615B2|2006-06-07|2013-01-08|Ford Global Technologies|Exhaust flow director and catalyst mount for internal combustion engine|
    CN101495719B|2006-08-04|2013-04-10|博格华纳公司|Multi-functional valve for use in an exhaust breathing system|
    JP4380670B2|2006-08-10|2009-12-09|トヨタ自動車株式会社|Car rear structure|
    US7832205B2|2007-06-11|2010-11-16|Chrysler Group Llc|Deflector style exhaust manifold|
    JP4332756B2|2007-12-25|2009-09-16|三菱自動車工業株式会社|Exhaust gas purification device for internal combustion engine|SE540745C2|2014-09-03|2018-10-30|Scania Cv Ab|Branch pipes for receiving exhaust gases from a multi-cylinder combustion engine|
    法律状态:
    优先权:
    申请号 | 申请日 | 专利标题
    SE1150971A|SE539038C2|2011-10-20|2011-10-20|Branch pipes for receiving exhaust gases from a multi-cylinder combustion engine|SE1150971A| SE539038C2|2011-10-20|2011-10-20|Branch pipes for receiving exhaust gases from a multi-cylinder combustion engine|
    PCT/SE2012/051082| WO2013058700A1|2011-10-20|2012-10-10|Exhaust manifold for exhaust gases from a multi cylinder combustion engine|
    CN201280051609.0A| CN103958848A|2011-10-20|2012-10-10|Exhaust manifold for exhaust gases from a multi cylinder combustion engine|
    BR112014009374A| BR112014009374A2|2011-10-20|2012-10-10|exhaust manifold for exhaust gases from a multi-cylindrical combustion engine|
    EP12842530.3A| EP2769065B1|2011-10-20|2012-10-10|Exhaust manifold for exhaust gases from a multi cylinder combustion engine|
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