CA1071958A - Exhaust manifold for internal combustion engine - Google Patents
Exhaust manifold for internal combustion engineInfo
- Publication number
- CA1071958A CA1071958A CA280,230A CA280230A CA1071958A CA 1071958 A CA1071958 A CA 1071958A CA 280230 A CA280230 A CA 280230A CA 1071958 A CA1071958 A CA 1071958A
- Authority
- CA
- Canada
- Prior art keywords
- exhaust
- collection
- reaction chamber
- chamber
- tubes
- Prior art date
- 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.)
- Expired
Links
Landscapes
- Exhaust Silencers (AREA)
Abstract
Abstract of the Disclosure An exhaust manifold assembly for an internal combustion piston engine employs one exhaust tube for each cylinder and a collection chamber for each pair or larger group of exhaust tubes. Each collection chamber is connected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber. The extended axes of the exhaust tubes connected to any one collection chamber intersect within that collect-ion chamber. A single exhaust reaction chamber is fed from pipes carrying the discharge from each collection chamber, and the extended axes of the pipes intersect within the exhaust reaction chamber. The effect is to reduce backpressure and to improve scavenging efficiency while maintaining relatively high exhaust gas temperature for purification efficiency.
Description
~7~35~3 This invention relates to an exhaust manifold construction for an internal combustion piston engine. It is particularly directed to an engine for use in automotive vehicles, the engine having four, six or eight cylinders, for example.
Prior art exhaust systems have employed exhaust passages extending from each cylinder to a collection chamber, but it has been found that exhaust interference is likely to develop between the cylinders to lower the scaveng-ing efficiency, resulting in the lowering of the engine output. It is the general object of this invention ~o provide an improved exhaust manifold device which is free from such disadvantage and which employs at least an exhaust tube for each cylinder and a plurality of collection chambers. Each exhaust tube is connected to only one collection chamberl respectively, and oach collection chamber is connected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber. Thus, in a four cylinder engine having a timing sequence 1-3-4-2, the exhaust tubes from the first and fourth cylinders would connect to a first collection chamber and the exhaust tubes from the second and third cylinders would con-nect to a second collection chamber. A pipe contains the discharge of each collection chamber, respectively, to a singls exhaust reaction chamber. The extended axes of the exhaust tubes connected to any one collection chamber intersect within that collection chamber, and similarly the extended axes of the pipes intersect within the exhaust reaction chamber. In this fashion, backpressure is minimi~ed such that scavenging efficiency is improved, and at the same time the temperature of the exhaust gases is maintained at a high level so that exhaust purification reactions are improved.
Other and more detailed objects and advantages will appear herein-a:Eter.
In the drawings:
Figure 1 is a side elevation partly in section showing a preferred embodiment of this invention.
--I--~C~7~5~ :
Figure 2 is a schemat~c diagra~ showing how the invention may be applied to a four cylinder engine.
- Figure 3 shows a portion of Figure 1 on an enlarged scaleO
Figure 4 is a diagram partly in section showing how the axes of exhaust tubes intersect within a collection chamber downstream from the exhaust tubes.
Figures 5, 6, 7, 8 and 9 are schematic diagrams similar to Figure 2, showing how ~his invention is applied to engines having two, six and eight cylinders.
Referring to the drawings, the internal combustion engine generally designated 10 has at least two cylinders each provided with a combustion chamber 11 and an exhaust valve 12. An exhaust passage 13 is provided within a port liner 1~ and this passage is aligned and connected w:ith an exhaust tube 15 form.ing a part of the exhaust manifold generally designated 16. A
double wall insulated housing 17 encloses the exhaust tube 15 to minimize heat loss. Ihe housing 17 is provided with an end flange 18 which is secured to a portion of the engine 10 by means of threaded fastenings 19.
The exhaust tube 15 and another similar exhaust tube 15a leading from another exhaust passage in the engine both terminate in the interior of a collection chamber 21. As shown in Figure 4, ths downstream ends 22 of the exhausk tubes are in close proximity and are oriented so that their extended axes intersect within the collection chamber 21 at the point A. The downstream ends of the exhaust tubes 15 and 15a are not square cut but, on the contrary, each has its discharge end cut on a plane inclined in reference to its axis in order to provide exhaust guides 23 As shown in the schematic diagram of Figure 2, the four cylinder in-line engine has four exhaust tubes 15, lSa, 15b and 15c. The cylinders 1, 2, 3 and 4 have the firing orde~ 1-3 4-2. The exhaust tubes :IS and 15a :~
both lead to the first collection chamber 21, and the exhaust tubes 15h and lSc both lead to the second collection chamber 22. Each collect:ion chamber ~ 2 ~
~o7~5~3 :
has a discharge pipe 241 25 leading to a single exhaust reaction chamber 26, provided with a tail pipe 27. The downstream ends of the pipes 24 and 25 are placed in close proximit~ and have their extreme ends cut on an angle, as shown for the exhaust tubes 15 and 15a in Figure 4. The extended axes of the pipes 24 and 25 intersect within the exhaust reaction chamber 26 at the point B.
As shown in Figure 3, each exhaust tube 15 is provided with an end flange 28 which is contacted b~ a coil compression spring 29 to maintain the seal ring 31 in place between the flange 28 and the end surface 32 of the port liner 14. The spring is confined within a sleeve 33 held in place by the end flange 18 on the manifold housing 17.
The collection chambers 21 and 22 are of similar construction and each may be supported in the manifold housing 17 by means of flanges 3~. Seal rlngs 35 allow differential thermal expansion of the exhaust tubes 15~ housing 17 and collection chambers 21 and 21a.
In operation, a pulse of exhaust gas from cylinder NoO 1 through exhaust tube 15 reaches collection chamber 21, and the second pulse of exhaust gas from cylinder NoO 3 reaches collection chamber 21a through exhaust tube 15c. The third pulse of exhaust gas from cylinder NoO 4 reaches collection chamber 21 through exhaust tube 15aO The ourth pulse of exhaust gas in the Sequence passes from cylinder NoO 2 through exhaust tube 15b into collection chamber 21a. It will be observed that each collection chamber is connected to a pair of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber. The alternating pulses of exhaust gas intersect downstream from the ends of the exhaus~ tubes so that the temperature of the exhaust gases remains high and yet the backpressure is maintained at a very low level. A compound flame of high temperature is produced by the exhaust flows rom their intersection point orward. Scavenging efficiency and suc-tion efficiency are both improved, while at the same time maintai~ing efficient exhaust purification.
~ 3 ~
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~ ~7~ ~5~
While ~he diagram of Figure 2 relates speciically to a four cylinder in-line engine, it will readily be understood that the same feature of invention can be employed in a multi-cylinder engine having two, four3 six, or eight cylindersO Wh.ile the four cylinder engine of Figure 2 uses two groups each comprising two exhaust tubes, it will be understood that a two cylinder engine can utilize this invention (Figure 5)~ and a six cylinder engine can employ three groups, each group comprising two exhaust tubes, ~Figure 6) or might employ two groups each comprising three exhaust tubes ~Figure 73. In an eight cylinder engine, the invention may be employed by means of four groups of two's (Figure 8) or two groups of four's (~igure 9).
It has been determined that good results with a four cylinder in- -line engine are achieved when the exhaust passages 15 and 15a in the first group are longer than the exhaust passages 15b and 15c in the second groupO
It is proorred that the exhaust tubes 15 and 15a in such an ~ngine have a length of from 300mm to 500~m, and that the exhaust tubes 15b and lSc have a ~
length of 250mm to 400mmO With lengths in these ranges, exhaust interference -was prevented, and exhaust pulsating waves of low order are utilized to i i improve the scavenging efficiency.
Having fully described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our inven-tlon ls of the full scope of the appended claims. ~
- , : ., . . ~ , ,. . :
Prior art exhaust systems have employed exhaust passages extending from each cylinder to a collection chamber, but it has been found that exhaust interference is likely to develop between the cylinders to lower the scaveng-ing efficiency, resulting in the lowering of the engine output. It is the general object of this invention ~o provide an improved exhaust manifold device which is free from such disadvantage and which employs at least an exhaust tube for each cylinder and a plurality of collection chambers. Each exhaust tube is connected to only one collection chamberl respectively, and oach collection chamber is connected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber. Thus, in a four cylinder engine having a timing sequence 1-3-4-2, the exhaust tubes from the first and fourth cylinders would connect to a first collection chamber and the exhaust tubes from the second and third cylinders would con-nect to a second collection chamber. A pipe contains the discharge of each collection chamber, respectively, to a singls exhaust reaction chamber. The extended axes of the exhaust tubes connected to any one collection chamber intersect within that collection chamber, and similarly the extended axes of the pipes intersect within the exhaust reaction chamber. In this fashion, backpressure is minimi~ed such that scavenging efficiency is improved, and at the same time the temperature of the exhaust gases is maintained at a high level so that exhaust purification reactions are improved.
Other and more detailed objects and advantages will appear herein-a:Eter.
In the drawings:
Figure 1 is a side elevation partly in section showing a preferred embodiment of this invention.
--I--~C~7~5~ :
Figure 2 is a schemat~c diagra~ showing how the invention may be applied to a four cylinder engine.
- Figure 3 shows a portion of Figure 1 on an enlarged scaleO
Figure 4 is a diagram partly in section showing how the axes of exhaust tubes intersect within a collection chamber downstream from the exhaust tubes.
Figures 5, 6, 7, 8 and 9 are schematic diagrams similar to Figure 2, showing how ~his invention is applied to engines having two, six and eight cylinders.
Referring to the drawings, the internal combustion engine generally designated 10 has at least two cylinders each provided with a combustion chamber 11 and an exhaust valve 12. An exhaust passage 13 is provided within a port liner 1~ and this passage is aligned and connected w:ith an exhaust tube 15 form.ing a part of the exhaust manifold generally designated 16. A
double wall insulated housing 17 encloses the exhaust tube 15 to minimize heat loss. Ihe housing 17 is provided with an end flange 18 which is secured to a portion of the engine 10 by means of threaded fastenings 19.
The exhaust tube 15 and another similar exhaust tube 15a leading from another exhaust passage in the engine both terminate in the interior of a collection chamber 21. As shown in Figure 4, ths downstream ends 22 of the exhausk tubes are in close proximity and are oriented so that their extended axes intersect within the collection chamber 21 at the point A. The downstream ends of the exhaust tubes 15 and 15a are not square cut but, on the contrary, each has its discharge end cut on a plane inclined in reference to its axis in order to provide exhaust guides 23 As shown in the schematic diagram of Figure 2, the four cylinder in-line engine has four exhaust tubes 15, lSa, 15b and 15c. The cylinders 1, 2, 3 and 4 have the firing orde~ 1-3 4-2. The exhaust tubes :IS and 15a :~
both lead to the first collection chamber 21, and the exhaust tubes 15h and lSc both lead to the second collection chamber 22. Each collect:ion chamber ~ 2 ~
~o7~5~3 :
has a discharge pipe 241 25 leading to a single exhaust reaction chamber 26, provided with a tail pipe 27. The downstream ends of the pipes 24 and 25 are placed in close proximit~ and have their extreme ends cut on an angle, as shown for the exhaust tubes 15 and 15a in Figure 4. The extended axes of the pipes 24 and 25 intersect within the exhaust reaction chamber 26 at the point B.
As shown in Figure 3, each exhaust tube 15 is provided with an end flange 28 which is contacted b~ a coil compression spring 29 to maintain the seal ring 31 in place between the flange 28 and the end surface 32 of the port liner 14. The spring is confined within a sleeve 33 held in place by the end flange 18 on the manifold housing 17.
The collection chambers 21 and 22 are of similar construction and each may be supported in the manifold housing 17 by means of flanges 3~. Seal rlngs 35 allow differential thermal expansion of the exhaust tubes 15~ housing 17 and collection chambers 21 and 21a.
In operation, a pulse of exhaust gas from cylinder NoO 1 through exhaust tube 15 reaches collection chamber 21, and the second pulse of exhaust gas from cylinder NoO 3 reaches collection chamber 21a through exhaust tube 15c. The third pulse of exhaust gas from cylinder NoO 4 reaches collection chamber 21 through exhaust tube 15aO The ourth pulse of exhaust gas in the Sequence passes from cylinder NoO 2 through exhaust tube 15b into collection chamber 21a. It will be observed that each collection chamber is connected to a pair of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber. The alternating pulses of exhaust gas intersect downstream from the ends of the exhaus~ tubes so that the temperature of the exhaust gases remains high and yet the backpressure is maintained at a very low level. A compound flame of high temperature is produced by the exhaust flows rom their intersection point orward. Scavenging efficiency and suc-tion efficiency are both improved, while at the same time maintai~ing efficient exhaust purification.
~ 3 ~
- .
~ ~7~ ~5~
While ~he diagram of Figure 2 relates speciically to a four cylinder in-line engine, it will readily be understood that the same feature of invention can be employed in a multi-cylinder engine having two, four3 six, or eight cylindersO Wh.ile the four cylinder engine of Figure 2 uses two groups each comprising two exhaust tubes, it will be understood that a two cylinder engine can utilize this invention (Figure 5)~ and a six cylinder engine can employ three groups, each group comprising two exhaust tubes, ~Figure 6) or might employ two groups each comprising three exhaust tubes ~Figure 73. In an eight cylinder engine, the invention may be employed by means of four groups of two's (Figure 8) or two groups of four's (~igure 9).
It has been determined that good results with a four cylinder in- -line engine are achieved when the exhaust passages 15 and 15a in the first group are longer than the exhaust passages 15b and 15c in the second groupO
It is proorred that the exhaust tubes 15 and 15a in such an ~ngine have a length of from 300mm to 500~m, and that the exhaust tubes 15b and lSc have a ~
length of 250mm to 400mmO With lengths in these ranges, exhaust interference -was prevented, and exhaust pulsating waves of low order are utilized to i i improve the scavenging efficiency.
Having fully described our invention, it is to be understood that we are not to be limited to the details herein set forth but that our inven-tlon ls of the full scope of the appended claims. ~
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Claims (14)
PROPERTY OR PRIVILEGE IS CLAIMED ARE DEFINED AS FOLLOWS:
1. For use with an internal combustion piston engine having an even number of cylinders and a predetermined firing order, the improvement compris-ing, in combination: an exhaust manifold assembly having one exhaust tube for each cylinder, respectively, a plurality of collection chambers, each exhaust tube being connected to only one of said collection chambers, respectively, each collection chamber being connected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, the extended axes of the exhaust tubes connected to any one collection chamber intersecting within that collection chamber, a single exhaust reaction chamber, a pipe connecting each of said collection chambers to said exhaust reaction chamber, respectively, the extended axes of said pipes intersecting within said exhaust reaction chamber, and a tail pipe leading from said exhaust reaction chamber.
2. The combination set forth in claim 1 in which each exhaust tube has a discharge end adjacent the discharge end of another exhaust tube.
3. The combination set forth in claim 1 in which each pipe has a dis-charge end adjacent the discharge end of another pipe.
4. The combination set forth in claim 3 in which the discharge end of each exhaust tube is slanted at an angle with respect to its axis to provide an exhaust guide.
5. For use with an internal combustion piston engine having an even number of cylinders and a predetermined firing order, the improvement com-prising, in combination: an exhaust manifold assembly having one exhaust tube for each cylinder, respectively, a plurality of collection chambers, each exhaust tube being connected to only one of said collection chambers, respect-ively, each collection chamber being connected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, each exhaust tube having a discharge end adjacent the discharge end of another exhaust tube, the extended axes of the exhaust tubes connected to any one collection chamber intersecting within that collection chamber, a single exhaust reaction chamber, a pipe connecting each of said collection chambers to said exhaust reaction chamber, respectively, each pipe having a discharge end adjacent the discharge end of another pipe, the extended axes of said pipes intersecting within said exhaust reaction chamber, the discharge end of each exhaust tube and the discharge end of each pipe being slanted at an angle with respect to its axis to provide an exhaust guide, and a tail pipe leading from said exhaust reaction chamber.
6. For use with an internal combustion piston engine having an even number of cylinders and a predetermined firing order, the improvement com-prising, in combination: an exhaust manifold assembly having one exhaust tube for each cylinder, respectively, a plurality of collection chambers, there being twice as many exhaust tubes as collection chambers, each exhaust tube being connected to only one of said collection chambers, respectively, each collection chamber being connected to two exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, each pair of exhaust tubes having adjacent discharge ends, the extended axes of each pair of exhaust tubes connected to any one collection chamber intersecting at an angle within that collection chamber, a single exhaust reaction chamber, a pipe connecting each of said collection chambers to said exhaust reaction chamber, respectively, each pipe having a discharge end adjacent the discharge end of another pipe, the extended axes of said pipes intersecting within said exhaust reaction chamber, and a tail pipe leading from said exhaust reaction chamber.
7. For use with an internal combustion piston engine having four cylinders and a firing order of 1-3-4-2, the improvement comprising, in com-bination: an exhaust manifold assembly having four exhaust tubes each positioned to receive exhaust gases from one of said cylinders, respectively, a first collection chamber connected to the exhaust tubes from the first and fourth cylinders, a second collection chamber connected to the exhaust tubes from the second and third cylinders, each collection chamber thus being con-nected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, the extended axes of each pair of exhaust tubes intersecting within their respective collection chambers, a single exhaust reaction chamber, a first pipe connecting one of said collection chambers to said exhaust reaction chamber, a second pipe connecting the other collection chamber to said exhaust reaction chamber, the extended axes of said pipes intersecting within said exhaust reaction chamber, and a tail pipe leading from said exhaust reaction chamber.
8. The combination set forth in claim 7 in which the cylinders of the engine are in line.
9. The combination set forth in claim 7 in which the exhaust tubes for the second and third cylinders are shorter than the exhaust tubes for the first and fourth cylinders.
10. The combination set forth in claim 7 in which the exhaust tubes for the second and third cylinders are from 300mm to 500mm in length, and the ex-haust tubes for the first and fourth cylinders are from 250mm to 400mm in length.
11. For use with an internal combustion piston engine having six cylinders and a predetermined firing order, the improvement comprising, in combination: an exhaust manifold assembly having six exhaust tubes each positioned to receive exhaust gases from one of said cylinders, respectively, three collection chambers, each exhaust tube being connected to only one of said collection chambers, respectively, each collection chamber being connected to two exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, the extended axes of the exhaust tubes connected to any one collection chamber intersecting within the collection chamber, a single exhaust reaction chamber, a pipe connecting each of said collection chambers to said exhaust reaction chamber, respectively, the extended axes of said pipes intersecting within said exhaust reaction chamber, and a tail pipe leading from said exhaust reaction chamber.
12. The combination set forth in claim 11 in which the cylinders of the engine are in line.
13. For use with an internal combustion piston engine having six cylinders and a predetermined firing order, the improvement comprising, in combination: an exhaust manifold assembly having six exhaust tubes each positioned to receive exhaust gases from one of said cylinders, respectively, two collection chambers, each exhaust tube being connected to only one of said collection chambers, respectively, each collection chamber being con-nected to three exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, the extended axes of the exhaust tubes con-nected to any one collection chamber intersecting within that collection chamber, a single exhaust reaction chamber, a pipe connecting each of said collection chambers to said exhaust reaction chamber, respectively, the extended axes of said pipes intersecting within said exhaust reaction chamber, and a tail pipe leading from said exhaust reaction chamber.
14. For use with an internal combustion piston engine having eight cylinders and a predetermined firing order, the improvement comprising, in combination: an exhaust manifold assembly having eight exhaust tubes each positioned to receive exhaust gases from one of said cylinders, respectively, four collection chambers, each exhaust tube being corrected to only one of said collection chambers, respectively, each collection chamber being con-nected to a plurality of exhaust tubes so that the exhaust timing spacing is the same in each collection chamber, the extended axes of each pair of exhaust tubes connected to any one collection chamber intersecting within that collection chamber, a single exhaust reaction chamber, a pipe connecting each of said collection chambers to said exhaust reaction chamber, respect-ively, the extended axes of said pipes intersecting within said exhaust reaction chamber, and a tail pipe leading from said exhaust reaction chamber.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6773176A JPS52151410A (en) | 1976-06-11 | 1976-06-11 | Exhaust passag system of multi-cylinder engine |
| JP6773076A JPS52151409A (en) | 1976-06-11 | 1976-06-11 | Exhaust manifold system of engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1071958A true CA1071958A (en) | 1980-02-19 |
Family
ID=26408948
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA280,230A Expired CA1071958A (en) | 1976-06-11 | 1977-06-10 | Exhaust manifold for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| CA (1) | CA1071958A (en) |
-
1977
- 1977-06-10 CA CA280,230A patent/CA1071958A/en not_active Expired
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |