U.S. patent number 3,581,494 [Application Number 05/000,187] was granted by the patent office on 1971-06-01 for exhaust gas manifold.
This patent grant is currently assigned to Arvin Industries, Inc.. Invention is credited to George E. Scheitlin, Frank L. Zagar.
United States Patent |
3,581,494 |
Scheitlin , et al. |
June 1, 1971 |
**Please see images for:
( Certificate of Correction ) ** |
EXHAUST GAS MANIFOLD
Abstract
An exhaust gas manifold for an internal combustion engine in
which there is provided an outer shell having a plurality of port
runners for connection to said engine and an outlet for connection
to an exhaust pipe. An inner shell is carried within the outer
shell to receive the exhaust gases from the engine and increase
their dwell time by providing adequate volume for oxidation to
occur within the manifold prior to permitting said gases to
discharge through the outer shell outlet. Said inner shell is
formed from sheet metal and comprises a plurality of slidably
interconnected chambers in open communication with each other and
the outlet. Each of said chambers is provided with an inlet conduit
carried within one of the port runners and disposed in sealing
engagement therewith. A compressible insulation is interposed
between said outer and inner shells for thermally insulating said
outer shell from the exhaust gases passing through said inner
shell, and for conserving the thermal energy of the exhaust
gases.
Inventors: |
Scheitlin; George E. (Columbus,
IN), Zagar; Frank L. (Columbus, IN) |
Assignee: |
Arvin Industries, Inc.
(Columbus, IN)
|
Family
ID: |
21690310 |
Appl.
No.: |
05/000,187 |
Filed: |
January 2, 1970 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
Issue Date |
|
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785650 |
Dec 20, 1968 |
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Current U.S.
Class: |
60/282; 60/323;
181/240 |
Current CPC
Class: |
F01N
3/26 (20130101); F01N 13/102 (20130101) |
Current International
Class: |
F01N
3/26 (20060101); F01N 7/10 (20060101); F01n
003/00 () |
Field of
Search: |
;60/29,30
;181/40,57,62,64.1,36.3,56,63,59 ;23/277 (C)/ ;23/2 (C)/ |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
Primary Examiner: Hart; Douglas
Parent Case Text
This application is a continuation-in-part application of our
copending application Ser. No. 785,650, filed Dec. 20, 1968, now
abandoned.
Claims
We claim:
1. An exhaust manifold for an internal combustion engine,
comprising an outer shell having an outwardly projecting outlet, a
plurality of outwardly projecting port runners fixedly connected to
said outer shell and adapted to be fixedly connected to said
engine, and inner shell comprising a plurality of aligned chambers
carried in said outer shell, each of said chambers being slidably
interconnected to the next adjacent chamber and in open
communication with each other, one of said chambers having an
outwardly projecting outlet carried in the outer shell outlet and
slidable with respect to said outer shell outlet, and a plurality
of inlet conduits carried in said port runners and operatively
connected to said chambers in open communication therewith.
2. The invention as set forth in claim 1 in which said chambers are
spaced from the inner face of the outer shell and said inlet
conduits are in sealing engagement with said port runners, and an
insulating barrier is interposed between said inner and outer
shells.
3. An exhaust gas manifold for an internal combustion engine,
comprising an outer shell having an outlet, a plurality of port
runners fixedly connected to said outer shell and adapted to be
fixedly connected to said engine, an inner shell carried in said
outer shell comprising aligned first and second end chambers and at
least one intermediate chamber, each chamber having a sidewall and
a pair of end walls, an outwardly projecting nipple fixedly mounted
on said chambers, said first and intermediate chambers having
openings formed therein for slidably receiving the nipple on the
next adjacent chamber, the nipple on said first chamber being
slidably carried in the outer shell outlet, and a plurality of
inlet conduits carried in said port runners and operatively
connected to said chambers in open communication therewith.
4. The invention as set forth in claim 3 in which said end walls
are convex.
5. The invention as set forth in claim 3 in which said chambers are
spaced from the inner face of the outer shell, the end walls on
adjacent chambers are spaced from each other, the inlet conduits
are in sealing engagement with the port runners, and an insulating
barrier is interposed between adjacent chambers and between said
chambers and outer shell.
6. The invention as set forth in claim 3 in which said chambers are
formed from sheet metal with said end walls and inlet conduits
being bindingly connected to the chamber sidewalls and said nipples
being bindingly connected to one of said end walls on said
chambers.
7. The invention as set forth in claim 1 in which said chambers are
formed from sheet metal and the outer end walls of the outermost
ones of said chambers are convex.
8. The invention as set forth in claim 1 in which said inner and
outer shells are formed from sheet metal and said outer shell
comprises a casing, a pair of end caps are connected to the ends of
said casing with one of said end caps having an opening formed
therein, an outlet conduit is connected to said one end cap at said
opening, said casing having a plurality of openings formed therein,
and a plurality of conduits are connected to said casing at said
plurality of openings to form said port runners.
9. The invention as set forth in claim 1 in which said chambers are
formed from sheet metal and said outer shell is formed from a metal
casting, said casting having a plurality of ducts projecting
outwardly therefrom to form said port runners, and insulating
barrier is interposed between said inner and outer shells, and said
inlet conduits are carried in said ducts in sealing engagement
therewith.
10. An exhaust manifold for an internal combustion engine,
comprising an outer shell having an outwardly projecting outlet and
a plurality of outwardly projecting inlets, and inner shell carried
within said outer shell and having an outwardly projecting outlet
carried in and slidable with respect to said outer shell outlet and
having a plurality of outwardly projecting inlets carried within
said outer shell inlets, said inner shell being spaced from said
outer shell throughout substantially their entire extents whereby
said inner shell is expandable and contractable with respect to
said outer shell, and means in said inner shell for disrupting the
flow of gas from its inlets to its outlet.
11. The invention as set forth in claim 10 in which said means for
disrupting the flow of gas are disposed along said inner shell on
opposite sides of each of said inlets in said inner shell.
12. The invention as set forth in claim 10 in which said inlets on
said inner and outer shells are in sealing engagement with each
other at their ends remote from said shells, and a layer of
insulation is interposed between said inner and outer shells
including their inlets.
Description
BACKGROUND OF THE INVENTION
Internal combustion engines, particularly the internal combustion
engines in motor vehicles, contribute a substantial amount of
exhaust products to the atmosphere including substantial amounts of
the oxides of nitrogen, hydrocarbons and carbon monoxide which are
discharged from such engines in the exhaust gases. These pollutants
when introduced into the atmosphere in sufficient quantities
produce an atmospheric condition referred to as air pollution.
Exhaust manifold gas temperatures will vary from 600.degree. F. to
over 1,800.degree. F. depending upon where temperatures are
measured and engine-operating conditions. If the exhaust gases are
permitted to be retained in the manifold at the higher temperatures
for a relatively short period of time, and mixed homogeneously with
air, the unburned hydrocarbons and carbon monoxide in the exhaust
gases will be oxidized to thus reduce the amount of such pollutants
that are discharged from the manifold. However, with the manifold
designs heretofore employed, the exhaust gas temperature is reduced
rapidly by radiation to the cold walls of the exhaust ports and
manifold chamber.
The present invention provides a means of retaining the higher
sensible exhaust gas temperatures and for increasing the dwell time
of the gases in the manifold thereby providing homogeneous mixing
of the exhaust and air while at the same time providing a
lightweight manifold construction which will be able to withstand
its inherent expansion and contraction due to the elevated
temperatures caused by the oxidation of the smog-producing
pollutants within the manifold.
SUMMARY OF THE INVENTION
In accordance with one form of the invention, there is provided a
manifold formed from sheet metal inner and outer shells. Said outer
shell comprises an elongated casing having a pair of end caps at
its opposite ends. One of said end caps is provided with an outlet
duct adapted to be connected to an exhaust pipe. A plurality of
port runners are secured to the outer shell casing along the length
thereof and are adapted to be connected to the exhaust ports of an
internal combustion engine.
The inner shell comprises aligned end chambers and a plurality of
intermediate chambers carried within said outer shell and spaced
therefrom. Each of said chambers has an inlet conduit carried
within one of the port runners and disposed in sealing engagement
therewith. Each of said chambers also has an outwardly projecting
nipple, with the nipples on all but one of the end chambers being
slidably fit into the next adjacent chamber and the nipple on that
one end chamber being slidably carried in the outlet duct of said
outer shell. In this manner, the chambers are in open communication
with each other and with the outlet of the outer casing. This
causes the flow of exhaust gases from the inlet conduits to the
outlet to be disrupted and thereby increases the dwell time of said
gases in the inner shell so that the noxious pollutants will be
oxidized.
A compressible insulation is interposed between said chambers and
between said chambers and the outer shell. Said insulation, the
inlet conduits, and the nipple on said one end chamber suspend the
inner shell within the outer shell so that said inner shell is free
to expand and contract with respect to the outer shell, the sliding
interfit between said chambers also permitting them to move with
respect to each other during expansion and contraction.
BRIEF DESCRIPTION OF THE DRAWINGS
The accompanying drawings illustrate the invention. In such
drawings:
FIG. 1 is a longitudinal section through a manifold embodying the
invention;
FIG. 2 is a transverse section taken on the line 2-2 of FIG. 1;
FIG. 3 is a longitudinal section showing a modified form of the
invention;
FIG. 4 is a transverse section taken on the line 4-4 of FIG. 3;
FIG. 5 is a longitudinal section showing another modified form of
the invention;
FIG. 6 is a transverse section taken on the line 6-6 of FIG. 5;
FIG. 7 is a longitudinal section showing another modified form of
the invention; and
FIG. 8 is a transverse section taken on the line 8-8 of FIG. 7.
In the embodiment shown in FIG. 1, the manifold comprises an outer
shell 10 and inner shell 12 formed from sheet metal. Said outer
shell comprises an elongated casing 11 closed at its ends by a pair
of end caps 13 and 14 secured thereto, as by welds 15.
Conveniently, if desired, said end caps can be connected to the
casing by rolled lock seams. The end cap 14 is provided with an
opening 16 to which an outwardly projecting outlet duct 17 is
welded. The outer end of the duct 17 is connected, as by welding,
to a flange 18 adapted to be connected to an exhaust pipe.
As shown, a plurality of longitudinally spaced port runners project
outwardly from the casing 11. Each of said port runners is
identical in construction and comprises an inlet duct 20 welded to
the casing, as at 21, and having its outer end welded, as at 22, to
a flange 24 adapted to be rigidly connected to one of the exhaust
ports of an internal combustion engine.
The inner shell 12 is spaced from the outer shell 10 and comprises
a plurality of aligned chambers, desirably, one chamber for each
port runner. Thus, in the embodiment shown in FIG. 1, there is
provided a pair of end chambers 26 and 27 interconnected by a pair
of intermediate chambers 28 and 29. Each of the chambers comprises
an annular sidewall 30 formed in any desired manner and having a
pair of end caps 31 and 32 connected thereto, as by a rolled lock
seam 33. As shown, the end walls 31 and 32 are convex to prevent
"oil-canning" with the adjacent end walls on adjacent chambers
being disposed in longitudinally spaced relation to each other. The
end cap 32 on each of the chambers has an opening 35 formed
therein, and a longitudinally extending nipple 36 bindingly staked
to the end cap 32 around said opening projects outwardly therefrom.
The end caps 31 of chambers 27--29 are provided with openings 38
for the reception of the nipple 36 on the next adjacent chamber,
said nipples being slidably received in said openings to thus
permit the chambers to be longitudinally movable with respect to
each other. As shown in FIG. 1, the nipple 36 on chamber 27 which
forms the outlet for the inner shell projects outwardly through the
outlet duct 17 and is slidably received in the flange 18. Thus, the
chambers 26--27 are in open communication with each other and are
slidably interconnected to each other.
As shown in FIG. 2, each of the chamber sidewalls 30 is provided
with a longitudinally centered opening 42 to which the inner end of
an inlet conduit 43 is bindingly staked, as at 45. Each of the
inlet conduits 43 projects outwardly through an opening 46 in the
outer shell casing 10 and through one of the inlet ducts 20. The
inlet conduits 43 are in spaced relation to the ducts 20 throughout
the major portion of their lengths but are disposed in fixed
sealing engagement with the port runner flanges 24 adjacent their
outer ends.
A compressible thermal insulating material 48 is interposed between
the inner and outer shells 10 and 12 and between the adjacent
chambers 26--29. Said insulating material is also interposed
between the inlet ducts 20 and their associated inlet conduits 43
but the sealing engagement between said ducts and runners prevents
any of the gas from contacting the insulation. In this manner, the
temperature within the inner shell may reach a range of
1,200.degree. F.--2,000.degree. F., a temperature sufficient to
oxidize the smog-producing pollutants, while the outer shell is
maintained at a temperature in the range of 700.degree.
F.--1,000.degree. F.
In operation, the exhaust gases along with the air introduced near
the exhaust valves (not shown) enter the inner shell chambers
26--29 through the inlet conduits 43. Because of the chambered
construction of the inner shell, the turbulence of the exhaust
gases and the air introduced at the exhaust valves will be
increased providing further mixing. Further, the chambered
configuration of the inner shell increases the dwell time of the
exhaust gases and air in the inner shell. This homogeneous mixing
and increased dwell time results in the unburned pollutants being
subjected to elevated temperatures for a longer time allowing the
oxidation reaction to more nearly approach completion prior to
their discharge from the manifold. During such oxidation, the
temperature of the exhaust gas will increase because of the
conservation of heat by the insulation causing the inner sheet
metal shell to expand. However, the inlet conduits 43, the nipple
36 on the chamber 27, and the insulation 48 suspend the inner shell
within the outer, and with the sliding interfit between the
chambers, the inner shell can expand and contract without any
distortion of the manifold.
The embodiment shown in FIGS. 3 and 4 differs from the embodiment
shown in FIGS. 1 and 2 in that the outer shell 10' is formed as a
metal casting. As shown, said outer shell comprises an elongated
casing 11' closed at one of its ends at 13' and at its opposite
ends at 14'. An outlet duct 17' projects outwardly from an opening
16' in the end wall 14' and is connected at its outer end to a
flange 18' adapted to serve as a connector to an exhaust pipe. A
plurality of port runners in the form of outwardly projecting inlet
ducts 20' are longitudinally spaced along the shell 10' with the
outer end of each of said ducts being connected to a flange 24'
adapted to be secured to the exhaust port of an engine.
The chambers 26'--29' of the inner shell 12' are constructed in the
same manner as the chambers 26--29, with the nipples 36' on
chambers 26', 28', and 29' providing a sliding interfit between the
various chambers and the nipple 36' on chamber 27' providing a
sliding interfit with the outlet duct 17'. As with the embodiment
shown in FIGS. 1 and 2, each of the inner shell chambers is
provided with an inlet conduit 43' which is carried in one of the
inlet ducts 20'. In the embodiment shown in FIG. 4, each of the
inlet conduits 43' is provided with a series of axially spaced
corrugations 52 bindingly retained against the inner wall of the
associated inlet duct 20'. Said corrugations form seals between the
inlet ducts and conduits to prevent the exhaust gases from coming
in contact with the compressible insulation 48' interposed between
the inner and outer shells 10' and 12'.
The embodiment shown in FIGS. 5 and 6 differs from the embodiment
shown in FIGS. 1--4 in that the inner shell 112 is formed from a
plurality of aligned sections defining chambers which are not
separated by any partitioning walls. While this embodiment is shown
as employing a sheet metal outer shell like the embodiment shown in
FIGS. 1 and 2, it is to be understood, of course, that the outer
shell can be formed as a metal casting like the embodiment shown in
FIGS. 3 and 4.
As shown in FIGS. 5 and 6, the outer shell 110 comprises an
elongated casing 111 closed at its ends by a pair of end caps 113
and 114 fixedly secured thereto, as by welding or rolled locked
seams. The end cap 114 is provided with an opening 116 to which an
outwardly projecting outlet duct 117 is connected. The outer end of
the duct 117 is connected to a flange 118 adapted to be connected
to an exhaust pipe.
A plurality of longitudinally spaced port runners project outwardly
from the casing. As shown in FIGS. 6, each of said runners is
identical in construction and comprises an inlet duct 120 welded,
as at 121, to the casing 111 and having its outer end welded, as at
122, to a flange 124 adapted to be rigidly connected to one of the
exhaust ports of an internal combustion engine.
The inner shell 112 is spaced from the outer shell 110 and
comprises a plurality of aligned sections forming chambers
associated with each of the port runners. Thus, in the embodiment
shown in FIG. 5, where four port runners are provided, there is
provided a pair of end chambers 126 and 127 interconnected by a
pair of intermediate chambers 128 and 129. Each of said chambers or
sections comprises an annular sidewall 130 formed in any desired
manner. As shown, the sidewalls of the chambers 126 and 127 have
end walls 131 and 132 connected thereto, as by a rolled lock seam
133. The end walls 131 and 132 enclose the ends of the inner shell
112, and are convex to prevent "oil-canning."
The sleeve 130 of chamber 126 has its end remote from the end cap
131 deformed slightly inwardly, as at 134. An annular flange 135 is
secured around the outer face of the sleeve 130 within the axial
extent of the deformation 134. As shown, said deformation and
flange define an annular channel 136 in which the adjacent end of
the sleeve 130 for chamber 128 is slidably supported. In a like
manner, one end of the sleeves for each of chambers 128 and 129 is
deformed inwardly, as at 134' and 134", and flanges 135' and 135"
are mounted on said sleeves within the axial extents of said
deformations to define annular channels 136' and 136". In this
manner, the channel 136' slidably receives the sleeve 130 for
chamber 129, and the channel 136" slidably receives the sleeves 130
for chamber 127. Thus, the chambers are longitudinally movable with
respect to each other and with respect to the outer shell 110 to
permit the inner shell to expand and contract as it is heated and
cooled. As shown, the ends of flanges 134, 134', and 134" may be
bent slightly inwardly to prevent any pinching between the sliding
interfits between the chambers.
The end cap 132 has an opening 138, and a nipple 139 is mounted on
said end cap at said opening to project outwardly therefrom and
define an outlet for the inner shell. The nipple 139 projects
outwardly through the outlet duct 117 is spaced relation thereto
and is slidably received in the flange 118.
As shown in FIG. 6, each of the chamber sidewalls 130 is provided
with a longitudinally centered opening 142 to which the inner end
of an inlet conduit 143 is rigidly staked, as at 145. Each of the
conduits 143 projects outwardly through an opening 146 in the outer
shell casing and through one of the inlet ducts 120. The conduits
143 are in spaced relation to the ducts 120 throughout the major
portions of their lengths, but are disposed in fixed sealing
engagement with the port runner flanges 124 adjacent their outer
ends.
A compressible thermal insulating material 148 is interposed
between the shells 110 and 112 and between the inlet duct 120 and
their associated inlet conduits 143. By being compressible, the
insulation supports the inner shell within the outer shell in a
manner such that it is free to expand and contract while still
providing an insulating barrier between the two shells.
In the embodiment shown in FIGS. 5 and 6, the exhaust gases, and
any air mixed therewith, will be introduced into the inner shell
112 as a turbulent mass. Upon entering the inner shell, the exhaust
gases will be oxidized under the high-temperature conditions
previously described with the insulation 148 conserving the heat
within the inner shell. As the inner shell becomes heated due to
the hot exhaust gases, it will expand with the chamber sidewalls
130 sliding in their respective channels 136, 136' and 136". The
inlet conduits 143, nipple 139 and insulation 148 suspend the inner
shell within the outer shell so that the inner shell is free to
expand and contract at the sliding interconnections of several
chambers without distorting the outer shell 110.
In the embodiment shown in FIGS. 7 and 8, the inner shell 212 is
formed from a plurality of aligned sections defining chambers which
are not separated by any partitioning walls. The outer shell 210,
like the outer shell 10', is formed as a metal casting. As shown,
said outer shell comprises an elongated casing 211 closed at its
ends, as at 213 and 214. In this embodiment, the outlet duct 217
projects outwardly from an opening 216 in the casing 211
intermediate the length of said casing. The outer end of the duct
217 is connected to a flange 218 adapted to serve as a connector to
an exhaust pipe. A plurality of port runners in the form of
outwardly projecting inlet ducts 220 are longitudinally spaced
along the shell 210 with the outer end of each of said ducts being
connected to a flange 224 adapted to be secured to the exhaust port
of an engine. As shown, one of the inlet ducts 220 is disposed in
transverse alignment with the outlet duct 217.
The inner shell 212, which , as in the case of the other
embodiments, is formed from sheet metal, is spaced from the outer
shell 210 and comprises a plurality of aligned sections forming
chambers associated with each of the port runners. Thus, as shown
in FIG. 7, where four port runners are provided, there is provided
a pair of end chambers 226 and 227 interconnected by a pair of
intermediate chambers 228 and 229. Each of said chambers comprises
an annular sidewall or sleeve 230 formed in any desired manner. The
sidewalls of chambers 226 and 227 have convex end walls 231 and 232
mounted thereon, as by a rolled lock seam 233.
As shown, one end of each of the sleeves 230 of chambers 226, 228
and 229 is deformed slightly outwardly, as at 234, and the adjacent
end of the next adjacent sleeve is slidably carried in the offset
234 to thus permit the chambers to be longitudinally movable with
respect to each other and with respect to the outer shell 210,
thereby permitting the inner shell to expand and contract as it is
heated and cooled. Conversely, one end of one of the sleeves 230 in
each interfitting pair could be offset inwardly to provide a
sliding interfit between adjacent members.
As shown in FIG. 8, an outlet conduit 239 extends outwardly from an
opening 238 in the sidewall 230 for chamber 229. Conveniently, the
inner end of the outlet duct 239 is staked, as at 240, around the
opening 238 with the outer portion of said outlet duct being
disposed in slidable sealing engagement with the outlet duct 217,
as by corrugations 241 formed in said duct.
As shown in FIG. 8, each of the sidewalls 230 is provided with a
longitudinally centered opening 242 to which the inner end of an
inlet conduit 243 is rigidly staked, as at 245. Each of the
conduits 243 projects outwardly through one of the inlet ducts 220
and is disposed in sealing engagement therewith as by the
corrugations 252.
As shown, the inner and outer shells 212 and 210 are disposed in
spaced relation to each other throughout substantially their entire
extent. Thus, the space between said shells defines an insulating
barrier of air and further permits the inner shell to freely expand
and contract with respect to the outer shell. As with the other
embodiments of the invention, the sliding fit between the adjacent
chambers of the inner shell permits said inner shell to freely
expand and contract due to temperature changes.
While the invention has been described as employing a manifold
having a single outlet and four inlets, it is to be understood, of
course, that any number of such inlets or outlets can be employed
without departing from the spirit and scope of the invention with
such inlets and outlets being disposed in any desired location on
the manifold. However, in each embodiment of the invention, there
is provided means between adjacent pairs of base inlets to permit
the inner shell to expand and contract with respect to the outer
shell. It should also be noted that while rolled lock seams have
been shown as being employed in the "hot" areas of the inner shell,
this is merely a preferred construction. Weld joints may be
substituted for such seams, but such weld joints are subjected to
oxidation by reason of the high-temperature environment.
* * * * *