Patent Application
20240240582
The present technology relates to turbocharged engine assemblies.
For internal combustion engines, such as those used in off-road vehicles (ORVs), the efficiency of the combustion process may be increased by compressing the air entering the engine. This can be accomplished using a turbocharger assembly coupled to the air intake and engine exhaust systems, such that the exhaust gases discharged by the engine are fluidly routed to the turbocharger to compress air that is then supplied to the air intake of the engine.
It should be noted that the exhaust gases discharged by the ORV engine exhaust systems and routed to the turbocharger assemblies may reach temperatures of up to 1050° C. for example. Therefore, to protect engine bay components from such high temperatures, engine exhaust systems and turbocharger assemblies are conventionally wrapped in insulating material, such as, for example, mineral wool sheets.
However, by virtue of their intended purpose and design, ORVs are often driven in various cross-country and environmental conditions, such as, for example, natural terrain, swampland, marshes, water, sand, snow, ice, etc. As such, ORVs may be exposed to environmental organic and inorganic materials, such as, hay, grass, small tree branches, fallen leaves, pine cones, debris, etc. that could be swirled up into the engine bay and become trapped. If the trapped materials come into contact with the extreme temperatures of the engine exhaust and/or turbocharger surfaces, there exists the potential that the materials may ignite and cause damage to the engine and related engine bay components.
Accordingly, there is an interest in reducing the exposure of the heated surfaces of engine exhaust units/turbocharger assemblies to environmental materials or debris.
It is an object of the present technology to address at least some of the heating issues that exist in conventional approaches to turbocharged vehicles.
According to one aspect of the present technology, there is provided an engine assembly for a vehicle. The engine assembly includes an internal combustion engine including an exhaust manifold configured to discharge exhaust gases, a turbocharger, coupled to the exhaust manifold via an exhaust coupling conduit, configured to receive the discharged exhaust gases to drive the turbocharger to produce compressed air delivered to the engine, and a heat shield. The heat shield comprises a first layer including an upper section arranged to cover the engine exhaust manifold and a lower section arranged to cover a portion of the turbocharger, such that the heat shield first layer upper and lower sections are configured to conform to general shapes of the engine exhaust manifold and turbocharger surfaces, respectively. The heat shield further comprises a second layer configured with a curved shape profile to cover the heat shield first layer upper and lower sections, such that the heat shield second layer is arranged to cover the heat shield first layer upper and lower sections and configured to be spaced apart from the first layer upper and lower sections by an air gap.
In some embodiments, the first layer upper and lower sections are arranged to be spaced apart from the engine exhaust manifold and turbocharger surfaces, respectively, with an insulation material inserted therebetween.
In some embodiments, the spacing between first layer upper and lower sections and the engine exhaust manifold and turbocharger surfaces, respectively, is configured to be between approx. 10-20 mm.
In some embodiments, the air gap between the heat shield second layer and the first layer upper and lower sections is configured to be between approx. 1-5 cm.
In some embodiments, the heat shield first layer upper and lower sections comprise sheet steel with malleable properties to conform to the general shapes of the engine exhaust manifold and turbocharger surfaces, respectively.
In some embodiments, the heat shield second layer comprises sheet aluminum having malleable properties to conform to the curved surfaces of the second layer, respectively.
In some embodiments, the heat shield first layer upper and lower sections comprise top and bottom portions that are each configured with a shape having a wider lateral dimension at a first end to accommodate the engine exhaust manifold interfacing with the engine block that tapers down to a narrower lateral second end to accommodate the engine exhaust manifold interfacing with the exhaust coupling conduit.
In some embodiments, the heat shield first layer lower section is configured to cover a portion of a housing of the turbocharger.
In some embodiments, the heat shield second layer further comprises a main body section including a top end configured to have a wider lateral dimension to accommodate the engine exhaust manifold and laterally tapers down along the vertical direction to accommodate the shape of an upper portion of the turbocharger; a lower body section configured with a general concave surface to accommodate a rounded shape of a lower portion of the turbocharger; and an exhaust gas outlet section of the second layer configured with a general collar-shaped profile to accommodate the shape of a turbocharger exhaust outlet.
In some embodiments, the heat shield first and second layers are arranged and configured to control a temperature of an outer surface of the second layer to be approx. between 165° C. and 175° C. during vehicle operations.
In some embodiments, engine assembly is incorporated in an off-road vehicle (ORV).
According to another aspect of the present technology, there is provided a heat shield for a turbocharged engine, comprising a first layer including an upper section arranged to cover an exhaust manifold of the engine and a lower section arranged to cover the turbocharger, the heat shield first layer upper and lower sections configured to conform to general shapes of the engine exhaust manifold and turbocharger surfaces, respectively. The heat shield further comprises a second layer configured with a curved shape profile to cover the heat shield first layer upper and lower sections, the heat shield second layer arranged to cover the heat shield first layer upper and lower sections and configured to be spaced apart from the first layer upper and lower sections by an air gap.
In some embodiments, the first layer upper and lower sections are arranged to be spaced apart from the engine exhaust manifold and turbocharger surfaces, respectively, with an insulation material inserted therebetween.
In some embodiments, the spacing between first layer upper and lower sections and the engine exhaust manifold and turbocharger surfaces, respectively, is configured to be between approx. 10-20 mm.
In some embodiments, the air gap is configured to be between approx. 1-5 cm.
In some embodiments, the heat shield first layer upper and lower sections comprise top and bottom portions that are each configured with a shape having a wider lateral dimension at a first end to accommodate the engine exhaust manifold interfacing with the engine block and a shape that tapers down to a narrower lateral second end to accommodate the engine exhaust manifold interfacing with an exhaust coupling conduit.
In some embodiments, the heat shield first layer lower section is configured to cover a portion of a housing of the turbocharger.
In some embodiments, the heat shield second layer further comprises a main body section including a top end configured to have a wider lateral dimension to accommodate the engine exhaust manifold and laterally tapers down along the vertical direction to accommodate the shape of an upper portion of the turbocharger; a lower body section configured with a general concave surface to accommodate a rounded shape of a lower portion of the turbocharger; and an exhaust gas outlet section of the second layer configured with a general collar-shaped profile to accommodate the shape of a turbocharger exhaust outlet.
In some embodiments, the heat shield is incorporated in an off-road vehicle (ORV).
Additional and/or alternative features, aspects and advantages of implementations of the present technology will become apparent from the following description, the accompanying drawings and the appended claims.
For a better understanding of the present technology, as well as other aspects and further features thereof, reference is made to the following description which is to be used in conjunction with the accompanying drawings, where:
It should be noted that the presented figures may not be drawn to scale, except where otherwise noted.
The present technology will be described relative to a four-wheel off-road vehicle (ORV) 10. However, it will be appreciated that various aspects of the present technology may equally apply to other types of ORVs such as, but not limited to, all-terrain vehicles (ATVs), ORVs having more or less than four wheels, and/or ORVs having ground-engaging members other than wheels (e.g., tracks), as well as road vehicles.
The general features of the exemplary ORV 10 will be described with respect to
The central portion of the ORV frame 12 defines a central cockpit area 22 inside which are disposed a driver seat 24 and a passenger seat 26. In this embodiment, the driver seat 24 is disposed on the left side of the ORV 10 and the passenger seat 26 is disposed on the right side of the ORV 10. However, it is contemplated that the driver seat 24 could be disposed on the right side of the ORV 10 and that the passenger seat 26 could be disposed on the left side of the ORV 10.
A user-operated steering input device 28 is disposed in front of the driver seat 24. In this embodiment, the user-operated steering input device 28 is a steering wheel that is used is used to turn the front wheels 14 to steer the ORV 10 in a desired direction. As shown in
As further shown schematically in
For purposes of simplicity and tractability, in certain embodiments, the exemplary engine 30 operates on a four-stroke engine cycle such that the engine 30 completes a power cycle with four strokes of the engine pistons. The engine 30 can thus be referred to as a four-stroke engine. However, it is contemplated that engine 30 could be configured as a two-stroke engine in other embodiments.
With reference to
A spark plug 122 is provided for each cylinder to ignite the air-fuel mixture in each cylinder. Each spark plug 122 is mounted to the cylinder head 116 and can be seen protruding out of the valve cover 118. Explosions caused by the combustion of the air-fuel mixture inside the combustion chambers of the cylinders cause the pistons 110 to reciprocate inside the cylinders. The reciprocal movement of the pistons 110 causes the crankshaft to rotate, thereby allowing power to be transmitted from the crankshaft 113 to the wheels 14, 18.
While not explicitly depicted, it will be appreciated that the engine assembly 125 includes an air intake manifold for providing air to the engine 30. The air intake manifold (not shown) is configured to define a plenum chamber therein. Three fuel injectors are mounted to the air intake manifold, in which each fuel injector delivers air to a corresponding one of the three cylinders via a corresponding runner of the air intake manifold. The fuel injectors receive fuel from a fuel tank (not shown). It is contemplated that the fuel injectors could be mounted to the cylinder head 116 and/or the valve cover 118 instead of the intake manifold for directing fuel to the cylinders directly instead of through the runners.
It will also be appreciated that the air intake manifold also includes an air intake conduit for delivering air to the plenum chamber, in which the air intake conduit is fluidly connected to a throttle body. The throttle body includes a throttle valve which regulates air flow into the engine 30. The throttle valve is operatively connected, via a throttle valve actuator, to the throttle operator of the ORV 10 such that the driver's input at the throttle operator causes actuation of the throttle valve. The plenum chamber provides a large volume for equilibrating air pressure before air enters the cylinders of the engine 30 for combustion therein.
As indicated by
To this end,
The turbine 152 of the turbocharger assembly 150 includes a turbine housing 158 and a turbine wheel 160 (see
The turbine housing 158 also defines an outlet 163 for expelling the exhaust gases therefrom. The exhaust outlet 163 is in fluid communication with the exhaust system 135 of the engine 30. The turbine wheel 160 is mounted to an end of the shaft (not shown) of the turbocharger assembly 150 for rotation therewith and is driven by the exhaust gases received in the turbine housing 158 through its inlet 222. In operation, the exhaust gases that enter the turbine housing 158 cause the turbine wheel 160, and thus the shaft to which the turbine wheel 160 is mounted, to rotate about an axis of the shaft.
The turbocharger assembly 150 further includes a compressor unit 154 comprising a compressor housing 168 and a compressor wheel (not shown) housed within the compressor housing 168. The compressor housing 168 defines an inlet 172 (see
As noted above, the turbine housing 158 of the turbocharger assembly 150 is in fluid communication with the exhaust system 135 of engine assembly 125 so as to receive the exhaust gas discharged by the engine 30. That is, as shown in
It will be appreciated that the exhaust gases discharged by engine assembly 125 may reach high temperatures, such as temperatures of up to 1050° C. in some embodiments. Consequently, because these high temperature exhaust gases are fluidly routed from the exhaust manifold 133, through coupling conduit 220, and onto turbocharger 150, the outer surfaces of these components may also reach such high temperatures through heat conduction.
To this end, the present disclosure provides a dual-layered protective heat shield enclosure 500 for an ORV turbocharged engine assembly 125. The dual-layered protective heat shield enclosure 500 is configured to provide an outer surface 520 that radiates heat below igniting temperatures of environmental materials (e.g., between approx. 165° C. and 175° C.) while minimizing the exposure of the engine exhaust manifold 133 and turbocharger 150 units, respectively, to environmental materials and debris.
Accordingly,
As shown in
The covering of the engine exhaust manifold 133 by the first layer upper section 510A and the covering of the turbocharger 150 of the first layer lower section 510B is implemented by mounting or positioning the conforming first layers 510A, 510B over the surfaces of the exhaust manifold 133 and turbocharger 150. As such, the first layers 510A, 510B are respectively spaced apart from the surfaces of the exhaust manifold 133 and turbocharger 150 to accommodate the insertion of an insulating material (e.g., mineral wool) therebetween. In some embodiments, the spacing between the first layers 510A, 510B and the respective exhaust manifold 133 and turbocharger 150 surfaces is configured to be between approx. 10-20 mm, and in certain embodiments, around 13 mm.
Moreover, as depicted by
Returning to the cross-sectional view of
Turning to
The covering by the second layer 520 of the engine exhaust manifold 133, the first layer upper section 510A, the turbocharger 150, and the first layer lower section 510B is implemented by mounting or positioning the second layer 520 over the surfaces of the first layers 510A, 510B, such that a relatively limited interstitial spacing or air gap is maintained between the second layer 520 and first layers 510A, 510B. The second layer 520 air gap provides favorable insulation against heat conduction. In some embodiments, the air gap measurement may be configured to be between approx. 1-5 cm, and in certain embodiments, around 3 cm. Moreover, in certain embodiments, the second layer 520 is comprised of a material having a high thermal conductivity properties as well as being malleable, such as, for example, aluminum.
Moreover, as depicted, the main body section 520-1 generally comprises a top end configured to have a wider lateral dimension to accommodate the shape of the engine exhaust manifold 133 and then laterally tapers down along the vertical direction to accommodate the shape of an upper portion of the turbocharger 150. The main body section 520-1 may also include an attachment bracket to secure to the engine cylinder block 115 or other suitable surface. The lower body section 520-2 is configured with a general concave surface that accommodates the rounded shape of a lower portion of the turbocharger 150. The lower body section 520-2 also includes top end edges arranged to mate with the lower end edges of the main body portion 520-1.
In turn, the exhaust gas outlet 520-3 section of the second layer 520 is configured with a general collar-shaped profile with a flared, flat attachment surface. The exhaust gas outlet 520-3 is arranged to accommodate the shape of turbocharger exhaust outlet 163.
By virtue of the dual-layered protective heat shield enclosure 500 configuration, the curved and/or rounded outer surface of the second layer 520 significantly reduces the likelihood of environmental materials adhering to, or becoming trapped, near the high temperatures of the exhaust manifold 133 and/or turbocharger 150.
Equally notable, during ORV operations, the dual-layered protective heat shield enclosure 500 configuration operates to first partially diminish the high temperatures generated by the flow of exhausted gases through exhaust manifold 133 and turbocharger 150 due to the first layers 510A, 510B and intervening insulation material. In turn, the partially diminished temperatures radiating from the first layers 510A, 510B are substantially reduced by the second layer 520 air gap, such that the outer surface of the second layer 520 manifests a temperature (e.g., approx. between 165° C. and 175° C.), which is generally below igniting temperatures of environmental materials. Also, as the ORV is in motion, the air flow naturally generated throughout the engine bay (e.g., approx. 2-5 m/s) assists in dissipating the temperature of the second layer 520 outer surface to the ambient air.
By way of empirical observations,
Modifications and improvements to the above-described implementations of the present technology may become apparent to those skilled in the art. The foregoing description is intended to be exemplary rather than limiting. The scope of the present technology is therefore intended to be limited solely by the scope of the appended claims.
The present application claims priority to U.S. Provisional Patent Application No. 63/438,671 filed on Jan. 12, 2023, which is incorporated herein in its entirety.
| Number | Date | Country | |
|---|---|---|---|
| 63438671 | Jan 2023 | US |
