Fluid transfer ports in one-piece cylinder heads

Abstract

The present disclosure provides a "fluid delivery port for a monolithic cylinder head." The engine additive fluid port comprises a series of material layers arranged into a first oblong hollow member configured to seamlessly surround at least a portion of an intake port of a monolithic cylinder head. The member penetrates into a cavity of the intake port through a plurality of nozzles characterized by orifices capable of injecting a first fluid into the cavity.

Description

Technical Field

[0001] Various embodiments relate to a monolithic cylinder head for an internal combustion engine in a vehicle and methods of making the same, the cylinder head featuring fluid transfer ports. Background Art

[0002] The cylinder head is part of the powertrain, serving as a housing for various engine components, such as the intake manifold, exhaust valves, springs, tappets, and combustion chambers. The cylinder head is configured to distribute various fluids. Multiple channels or ports formed in the cylinder head allow gases (such as ambient air) and fuel to flow within the cylinders. Simultaneously, the cylinder head allows exhaust gases to escape. The cylinder head also allows coolant fluid to flow into the engine block, thereby cooling the engine components. Summary of the Invention

[0003] According to an embodiment, an engine additive fluid port is disclosed. The engine additive fluid port includes a series of material layers arranged into a first oblong hollow member configured to seamlessly surround at least a portion of an intake passage of a monolithic cylinder head. The member penetrates into a cavity of the intake passage via a plurality of nozzles, each characterized by orifices configured to inject a first fluid into the cavity. The hollow member may only partially surround the port. The hollow member may penetrate a portion of the cylinder head between adjacent intake passages. The hollow member may form a rounded rectangular shape. The first fluid may be nitrous oxide. The first fluid may be a curing fluid. The port may include a second hollow member including a nozzle characterized by orifices capable of injecting a second fluid into the cavity. The first and second fluids may be different fluids. The first and second hollow members may be connected by a pipe.

[0004] In an alternative embodiment, an automotive powertrain system is disclosed. The system includes a nitrous oxide reservoir; an engine cylinder head having an intake duct; and a layered nitrous oxide port integral to the engine cylinder head, connected to the nitrous oxide reservoir and having an inlet branching into a plurality of wings. The plurality of wings accommodate a plurality of orifices that protrude into an interior surface of the intake duct such that no seal exists between the nitrous oxide port and the cylinder head. The plurality of wings may include two symmetrical wings. Each of the plurality of orifices may include a flow deflector. The flow deflector may be conical. The flow deflector may prevent the fluid from being distributed into a central portion of the intake duct.

[0005] In yet another alternative embodiment, an engine system is disclosed. The system includes a cylinder head. The system also includes a first curved layered delivery pipe forming a nitrous oxide port, the first curved layered delivery pipe being configured to increase the power output of the internal combustion engine and surrounding a portion of the cylinder head so that no seal exists between the delivery pipe and the cylinder head, the delivery pipe at least partially surrounding the outer portion and penetrating into the inner portion of the intake passage through a plurality of nozzles having openings to deliver the nitrous oxide into the interior. The system also includes a second curved layered delivery pipe forming a nitrous oxide port. The first delivery pipe and the second delivery pipe can be independent of each other. The first delivery pipe and the second delivery pipe can share the same nitrous oxide supply source. The plurality of nozzles can include tips having openings. The openings can be identical. BRIEF DESCRIPTION OF THE DRAWINGS

[0006] Figure 1 shows a schematic diagram of a non-limiting example of an internal combustion engine in which various embodiments of the present disclosure can be employed;

[0007] Figure 2 shows a schematic perspective view of an exemplary cylinder head employing the ports disclosed herein;

[0008] Figure 3 Shown Figure 2 a detailed view of a portion of a cylinder head having exemplary integrated fluid delivery ports as depicted in FIG;

[0009] Figures 4A to 4C Shown with Figure 2 and Figure 3 Various embodiments of cylinder heads with integrated fluid distribution ports;

[0010] Figure 5 Shown Figure 3 Alternative views of the intake ducts and integrated fluid distribution ports of the cylinder head;

[0011] Figure 6 Shown Figure 5 a cross-sectional view of a fluid dispensing port;

[0012] Figure 7 An alternative exemplary embodiment of a fluid distribution port in a cylinder head is shown;

[0013] Figure 8 Shown Figure 7 Different views of the fluid dispensing port;

[0014] Figure 9 A non-limiting example of a nozzle for fluid dispensing having a tip that protrudes into the interior of a cylinder head intake passage is shown;

[0015] Figures 10A to 10C Yet another alternative exemplary embodiment of a nozzle for a fluid dispensing port disclosed herein is shown; and

[0016] Figure 11 The connection between a supply source of fluid and a fluid dispensing port is schematically shown. DETAILED DESCRIPTION

[0017] Embodiments of the present disclosure are described herein. However, it will be understood that the disclosed embodiments are merely examples and that other embodiments may take various forms and alternative forms. The drawings are not necessarily drawn to scale; some features may be exaggerated or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching those skilled in the art to employ the invention in different ways. As will be understood by those of ordinary skill in the art, the various features shown and described with reference to any one of the figures may be combined with features shown in one or more of the other figures to produce embodiments that are not explicitly shown or described. The combinations of features shown provide representative embodiments of typical applications. However, for particular applications or implementations, it may be necessary to make various combinations and modifications of these features in accordance with the teachings of the present disclosure.

[0018] Unless expressly indicated otherwise, all numbers in this specification indicating dimensions or material properties are to be understood as modified by the word "about" when describing the broadest scope of the present disclosure.

[0019] The first definition of an acronym or other abbreviation applies to all subsequent uses of the same abbreviation herein and, mutatis mutandis, to normal grammatical variations of the initially defined abbreviation. Unless expressly stated to the contrary, measurements of properties are determined by the same techniques as previously or subsequently cited for the same property.

[0020] Reference will now be made in detail to the compositions, embodiments, and methods of the present invention known to the inventors. However, it should be understood that the disclosed embodiments are merely illustrative of the invention in various and alternative forms. Therefore, the specific details disclosed herein should not be construed as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present invention.

[0021] An internal combustion engine includes one or more cylinders. Each cylinder is covered by a cylinder head, which sits above each cylinder and on top of the cylinder block. The cylinder head seals the top of the cylinder, thereby forming a combustion chamber. Furthermore, the cylinder head provides space for passages that feed a mixture of fuel, ambient air, exhaust gas recirculation (EGR), and other gases into the cylinders and allow exhaust gas to escape. The cylinder head also serves as a suitable location for mounting spark plugs, valves, and fuel injectors.

[0022] The cylinder head features numerous ports, passages, and / or passages that direct various fluids to the cylinders and other parts of the engine. The geometry, orientation, and design of the cylinder head have a direct impact on internal combustion engine efficiency. Figure 1 A schematic, non-limiting example of an internal combustion engine 20 is shown. The engine 20 has a plurality of cylinders 22, one of which is shown. The engine 20 may have any number of cylinders 22, including three, four, six, eight, or another number. The cylinders may be positioned in various configurations within the engine, such as in a V-type engine, in-line, or other arrangements.

[0023] The exemplary engine 20 has a combustion chamber 24 associated with each cylinder 22. Cylinder 22 is formed by cylinder walls 32 and piston 34. Piston 34 is connected to crankshaft 36. Combustion chamber 24 is in fluid communication with an exemplary intake manifold 38 and exhaust manifold 40. Intake valve 42 controls flow from intake manifold 38 into combustion chamber 24. Exhaust valve 44 controls flow from combustion chamber 24 to exhaust manifold 40. Intake valve 42 and exhaust valve 44 can operate in various ways known in the art to control engine operation.

[0024] Fuel injector 46 delivers fuel from the fuel system directly into combustion chamber 24, making the engine a direct injection engine. A low-pressure or high-pressure fuel injection system can be used with engine 20, or in other examples, a port injection system can be used. The ignition system includes a spark plug 48, which is controlled to provide energy in the form of a spark to ignite the fuel-air mixture in combustion chamber 24. In other embodiments, other fuel delivery systems and ignition systems or techniques (including compression ignition) can be used.

[0025] The engine 20 includes a controller and various sensors configured to provide signals to the controller for controlling air and fuel delivery to the engine, ignition timing, power and torque output from the engine, etc. The engine sensors may include, but are not limited to, an oxygen sensor in the exhaust manifold 40 , an engine coolant temperature sensor, an accelerator pedal position sensor, an engine manifold pressure (MAP) sensor, an engine position sensor for crankshaft position, an air mass sensor in the intake manifold 38 , a throttle position sensor, etc.

[0026] In some embodiments, engine 20 can be used as the sole prime mover in a vehicle, such as a conventional vehicle or a vehicle with a start-stop system. In other embodiments, the engine can be used in a hybrid vehicle, where an additional prime mover, such as an electric motor, can be used to provide additional power to propel the vehicle.

[0027] Each cylinder 22 can operate under a four-stroke cycle including an intake stroke, a compression stroke, an ignition stroke, and an exhaust stroke. In other embodiments, the engine can operate under a two-stroke cycle. During the intake stroke, the intake valve 42 opens and the exhaust valve 44 closes, while the piston 34 moves from the top of the cylinder 22 to the bottom of the cylinder 22 to introduce air from the intake manifold 38 into the combustion chamber 24. The position of the piston 34 at the top of the cylinder 22 is generally referred to as top dead center (TDC). The position of the piston 34 at the bottom of the cylinder 22 is generally referred to as bottom dead center (BDC).

[0028] During the compression stroke, the intake valve 42 and the exhaust valve 44 are closed. The piston 34 moves from the bottom of the cylinder 22 to the top to compress the air within the combustion chamber 24.

[0029] The fuel is then introduced into the combustion chamber 24 and ignited. In the illustrated engine 20, the fuel is injected into the combustion chamber 24 and then ignited using a spark plug 48. In other examples, the fuel can be ignited using compression ignition.

[0030] During the expansion stroke, the ignited fuel-air mixture in combustion chamber 24 expands, thereby moving piston 34 from the top of cylinder 22 to the bottom of cylinder 22. The movement of piston 34 causes corresponding movement of crankshaft 36 and provides mechanical torque output from engine 20.

[0031] During the exhaust stroke, intake valve 42 remains closed, and exhaust valve 44 opens. Piston 34 moves from the bottom of the cylinder to the top of cylinder 22 to remove exhaust gas and combustion products from combustion chamber 24 by reducing the volume of combustion chamber 24. Exhaust gas flows from combustion cylinder 22 to exhaust manifold 40 and to an aftertreatment system, such as a catalytic converter.

[0032] The position and timing of intake and exhaust valves 42 and 44 , as well as fuel injection timing and ignition timing, may be varied for various engine strokes.

[0033] The engine 20 includes a cooling system to remove heat from the engine 20 and may be integrated into the engine 20 as a cooling jacket containing water or another coolant.

[0034] A head gasket 78 may be interposed between the cylinder block 76 and the cylinder head 79 to seal the cylinder 22 .

[0035] Typically, cylinder heads are made of metal and / or ceramic. However, conventional manufacturing methods involve many steps and / or many parts, so that the cylinder head is manufactured as separate parts that are subsequently assembled together. Even if the cylinder head is cast in one piece, conventional metal forming and / or composite forming techniques (such as casting or molding) have manufacturing limitations in terms of cylinder head geometry. Therefore, complex, detailed parts can only be added as separate workpieces, requiring many connecting parts. If the connecting parts are made of a different material from the cylinder head itself, then the connection is often challenging, especially if the connection is to be leak-proof. As a result, assembly can be time-consuming and increase the production cycle. In addition, whenever the connection of at least two parts is required, necessary control checks are crucial to ensure that the connection is provided correctly. Such checks are expensive and increase the production cycle.

[0036] In one or more embodiments, disclosed herein is a cylinder head 100 that overcomes one or more of the problems discussed above. Figure 2 A non-limiting example of a cylinder head 100 is shown, which may be used in Figure 1 The cylinder head 100 may be made of metal (such as iron, stainless steel, aluminum). Alternatively, the cylinder head 100 may be made of at least two types of materials, including composite materials. Thus, the cylinder head 100 is characterized by a portion made of a polymeric material, ceramic, composite material, metal, or a combination thereof. The geometry and material of the cylinder head 100 enable it to withstand combustion pressures and thermal loads while allowing the cylinder head 100 to be lightweight and contributing to improved fuel efficiency. Compared to cast iron or aluminum cylinder heads, the cylinder head 100 may have other advantages (such as good corrosion resistance), thermal benefits (such as optimized heat transfer), long-lasting rigidity, and / or a reduced number of machining operations during the production of the cylinder head.

[0037] Cylinder head 100 may feature the following components: one or more valve stem guides, an exhaust face, one or more intake valve spring retainers, one or more exhaust valve spring retainers, a fire face, one or more domes in one or more combustion chambers, one or more cylinder head bolt studs, or combinations thereof. The fire face or cylinder head face may include one or more intake and / or exhaust ports, which are passages leading from the manifold to corresponding valves. In particular, the cylinder head may include exhaust ports that lead to an exhaust manifold (not shown).

[0038] In addition, the cylinder head 100 includes one or more intake passages 102 that lead to or are connected to an intake manifold (not shown), and in particular, lead from one or more runners of the intake manifold to an outlet of the intake manifold. Figure 3 Shown is a more detailed view of two air intake ducts 102. Each air intake duct 102 comprises an outer underside 106 and an upper side 1-8.

[0039] The named components, as well as many other components and / or portions, may be integral parts of the cylinder head 100 , such that one portion of the cylinder head 100 gradually transitions to another portion of the cylinder head 100 .

[0040] The depicted cylinder head 100 features fluid ports 200 in the cylinder head 100 that can direct fluids. The fluids can perform various functions and be directed to various destinations. The fluids can be additive fluids, maintenance fluids, such as fluids that clean a portion of the engine or fluids that enhance engine performance. Exemplary fluids can include nitrous oxide, fuel injector cleaners, engine degreasers, crankshaft care products, all-purpose cleaners, carburetor cleaners, or the like, or combinations thereof. Other fluids, such as exhaust gas or condensate, are contemplated.

[0041] like Figures 4A to 4C As depicted, the fluid delivery port or ports 200 may include at least one delivery tube, conduit, pipe, or tube 201 having an inlet 202. The inlet may be tubular and have a cross-section that is symmetrical, asymmetrical, regular, irregular, circular, oval, square, rectangular, triangular, oblong, or the like. The inlet 202 may be located on the exterior of the cylinder head 100. For example, the inlet 202 may be located adjacent to, extend along, and / or extend perpendicular to the exterior wall of the cylinder head 100. The tube 201 having the inlet 202 may also be an integral part of the body of the cylinder head 100, such that a portion of the tube 201 is an integral part of, is proximate to, or forms a portion of the body of the cylinder head.

[0042] The port 200 may include one or more branches or arms 204 that extend into the interior of the cylinder head 100, such that no seals exist between the fluid delivery port 200 and the cylinder head 100. In other words, the port 200 and the cylinder head 100 are formed as an integral part, as a layered, one-piece piece, such that the port 200 seamlessly transitions into the cylinder head 100. The fluid delivery port 200 may include two, three, four, five, six, eight, ten, or more branches 204. In at least one embodiment, a portion of the branches 204 may be located on the exterior of the cylinder head 100, and another portion of the branches 204 may be located on the interior of the cylinder head 100.

[0043] Figure 4A The pipe 201 is shown divided into two branches 204. Figure 4B In at least one alternative embodiment depicted in FIG, a single inlet 202 can provide fluid to four separate but interconnected branches 204. Figure 4C In yet another alternative embodiment, the inlet 202 may transition into a single branch 204 that is independent of the additional tubing 201 , the inlet 202 , and the branch 204 .

[0044] like Figure 3 As shown in detail in FIG, each branch 204 may be proximate to the cylinder head 100 and attached to an exterior surface of the cylinder head 100 at, adjacent to, or between one or more intake passages 102. Figure 3 As shown, the branch may approach the cylinder head 100 through a connection between two intake passages 110 , specifically, at the port underside 106 .

[0045] The number and layout of the branches 204 depend on the specific design of the cylinder head 100. For example, a single branch 204 may be dedicated to the intake port 102. Figure 2 and Figure 3 In an alternative embodiment depicted in FIG, a single branch 204 supplies fluid to two wings 206, each wing surrounding an intake duct 102. In a non-limiting example, a single branch 204 may be provided, for example, at Figure 3 A connector 210 is depicted in Figure 2 connected to each wing 206. The connection can be a gradual transition of the branch 204 into the wing 206. The connection can be located at the end portion 212 of the wing 206, at the center portion 214, or in a curved portion of the wing 206.

[0046] In at least one embodiment, an example of Figure 3As shown in FIG, each branch 204 may further extend into a set of wings or sub-branches 206. The extension of a branch 204 into a set of wings 206 may form a bifurcated tube. The set of wings may include two adjacent wings 206. The division of the branches 204 into the set of wings 206 may be symmetrical, such that the division may include a curved connector 210 extending from the branch 204 into each wing 206, one connector 210 bent at an angle to the right, and a second connector 210 bent at an angle to the left. The angle may be 20 degrees, 30 degrees, 40 degrees, 45 degrees, 50 degrees, 60 degrees, 70 degrees, 75 degrees, 80 degrees, 90 degrees, or more relative to the direction of the branch 204. The diameter of the connecting portion may increase or decrease as the connecting portion transitions into the wing 206.

[0047] The connector 210 gradually transitions from the branch 204 to the wing or sub-branch 206. The transition can be located at the end portion 212 of the wing 206, at the center portion 214, or in the curved portion of the wing 206. It may be beneficial to place the connector 210 further away from the end portion 212 of the wing 206 to provide uniform flow of fluid within the wing 206.

[0048] Each wing 206 can be symmetrical or asymmetrical. For example, each wing 206 can have a uniform or non-uniform curvature at each end 212. The wing 206 can be tubular or hollow, or form a tubular or hollow member or duct to allow fluid to flow therethrough. The tubular curvature allows fluid to flow uniformly from the branch 204 through the wing 206 to its destination (such as the nozzle 208), whereupon the fluid enters the interior cavity of the cylinder head 100.

[0049] Each wing 206 can form a half ring, a half ellipse, a quarter ring, a quarter ellipse, a ¾ ring, a ¾ ellipse, a complete ring, or a complete ellipse, a circular ring, a rounded rectangle, or a rounded square. Other lengths of wing 206 are also contemplated. In at least one embodiment, wing 206 is characterized by corners that are not curved or elliptical, such that the shape of wing 206 can be a square or rectangular with sharp corners. However, with this design, it may be more difficult to achieve optimal uniform flow of fluid.

[0050] The wing portion 206 may at least partially surround a portion of the cylinder head 100, such as Figure 3As depicted in FIG. For example, wing 206 may partially or completely surround intake port 102. When wing 206 partially or completely surrounds intake port 102, a portion of wing 206 may protrude through at least a portion of cylinder head 100 located between two adjacent intake ports 102 at the connection between intake ports 110. Thus, wing 206 may surround the entire circumference or length of intake port 102, or ¾, ½, ¼, or other proportions of the circumference of intake port 102. In this case, nozzle 208 present in wing 206 may be provided in only a portion of wing 206 or along the entire length of wing 206.

[0051] Each port 200 may include Figures 5 to 10C 200. The number of nozzles 208 may vary, depending on the needs of a particular application. Nozzles 208 may extend from branches 204 or from wings 206. For example, each branch 204 may include more than one nozzle 208. Alternatively, each wing 206 may include more than one nozzle 208. In non-limiting examples, a wing may include 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, or more nozzles. The nozzles 208 in each wing 206, branch 204, or port 200 may be the same or different.

[0052] The branch 204 or wing 206 may include the nozzle 208 along its entire length or along only a portion of its length, e.g. Figure 5 The nozzles 208 may be spaced evenly or unevenly along the length of the branch 204 or wing 206. For example, in a non-limiting exemplary embodiment where the wing 206 partially surrounds the intake duct 102, the nozzles 208 may be positioned along the entire length of the wing 206.

[0053] The nozzle 208 may have a body 216 and a tip 218, as shown. Figure 5 and Figure 7 Depicted. The body 216 may be longitudinally elongated. The dimensions of the body 216 may be uniform or non-uniform. For example, the body 216 may narrow or widen in a direction from the port 200, the branch 204, or the wing 206 toward the interior of the cylinder head 100. The diameter of the nozzle 208 is sufficiently wide to enable fluid to flow from the port 200 to the interior of the cylinder head 100. The diameter of the nozzle 208 may be smaller than the diameter of the branch 204, the wing 206, or both. The diameter of the nozzle 208 may be one-eighth, one-quarter, or one-half the diameter of the branch 204, the wing 206, or both. Alternatively, the diameter of the nozzle 208 may be one, two, three, four, five, eight, or ten times smaller than the diameter of the branch 204, the wing 206, or both.

[0054] Each nozzle 208 can have the same or different dimensions as the body 216. For example, nozzles 208 having a first diameter can alternate with nozzles 208 having a second diameter, which is different from the first diameter. The first diameter can be smaller or larger than the second diameter. A third diameter, a fourth diameter, and a fifth diameter are contemplated, each different from one another and from the first and second diameters. Alternatively, the nozzle 208 having the first diameter can be the outermost nozzle 208, while the nozzle 208 having the second diameter can be located between the outermost nozzles 208.

[0055] like Figure 5 and Figure 6 As shown, the tip 218 may include an aperture 220 and / or be flush with the interior surface 114 of the intake duct 102. Alternatively, as shown Figure 7 and Figure 8 As shown in FIG, the tip 218 of the nozzle 208 may extend into the cavity of the cylinder 100. The tip 218 may thus form a recess. The extension may include only the tip 218 of the nozzle 208 and / or another portion. The tip 218 protruding into the interior space of the cylinder head 100 is further Figure 9 Described in detail.

[0056] The location, purpose, angle, and other characteristics of the port 200 determine the shape of the nozzle 208, the tip 218, or both. For example, the tip 218 may have a conical, conical truncated, hemispherical, or dome shape, and may be rounded or pointed. Other shapes are also contemplated. The tip 218 may be characterized by at least one orifice or opening 220. There may be a plurality of openings 220, such as, for example, arranged in a portion of the tip 218, arranged around the entire circumference of the tip 218, arranged in rows, regularly, or irregularly spaced apart from one another. Figure 9 As can be seen in the non-limiting example of FIG, each tip 218 may include three rows of openings 220, with the openings 220 present on the half of the tip 218 that faces the cavity of the inlet 102. The rows may be characterized by having the same or different openings 220. For example, the first row may be characterized by openings 220 having a smaller or larger diameter than the openings 220 in the second and / or third rows. The number of openings 220 in each row may be the same or different.

[0057] exist Figure 5 and Figure 6In an alternative embodiment shown in FIG, the nozzle 208 may have a circular opening 220 that is flush with the inner surface of the intake passage 102 and features a plurality of deflectors 222. The deflectors 222 may be tapered or curved. The deflectors 222 may be positioned in a variety of locations. The deflectors 222 function to help direct the fluid in a specific direction to help disperse the fluid onto a desired surface or to avoid spraying the fluid onto surfaces that are susceptible to high heat or other conditions caused by the fluid being dispensed into the cylinder head 100.

[0058] For example, depending on the type of fluid being dispensed from nozzle 208, it may be desirable to avoid spraying distributor 116, the central portion of intake duct 102, to avoid overheating the distributor 116 surfaces. Additionally, it may generally be desirable to avoid spraying fluid onto distributor 116, as the fluid should proceed into the internal passages of cylinder head 100 rather than adhering to the walls of intake duct 102. However, if a detergent fluid directed to clean the interior of cylinder head 100 is supplied through port 200, it may be desirable to spray the detergent fluid directly onto the walls. In this case, flow deflector 222 may be precisely shaped to direct the fluid onto distributor 116 and / or other internal surfaces 114 of intake duct 102.

[0059] In addition to the flow deflector 222, the nozzle 208 and / or the tip 218 may include one or more filters (not shown) to purify the fluid to be released into the cylinder head 100. Alternatively, the one or more filters may be placed at any other location within the port 200, such as in the inlet 202, the branch 204, the wing 206, or a combination thereof.

[0060] In yet another alternative embodiment, Figures 10A to 10C Depicted in FIG. 1 are a nozzle 208 having a tip 218 with an elongated orifice 220 , a nozzle 208 having a rounded tip 218 with a single orifice 220 , and a nozzle having orifices 220 arranged around the entire circumference of the tip 218 , respectively.

[0061] As described above, the fluid can be nitrous oxide, so that port 200 is configured to be connected to a supply source or reservoir of nitrous oxide and is suitable for increasing the power output of the internal combustion engine. Typical nitrous oxide delivery devices are single-point entry systems that are bolted to the intake manifold. Therefore, typical nitrous oxide delivery systems require many mechanical parts and are characterized by a flared arrangement, which can be very complex and cannot include fine holes or even multiple holes. Port 200 is designed as a nitrous oxide port in cylinder head 100 rather than in the intake manifold, achieving a finer, more uniform distribution of nitrous oxide without the disturbance of the gas path that a single-point entry system would normally cause, and without delivering the nitrous oxide closer to the combustion chamber.

[0062] Port 200 can also have a different function, such as serving as an EGR device. The EGR device acts as a nitrogen oxide reduction device, recirculating a portion of the engine's exhaust gas back into the engine cylinders. The EGR gas, typically flowing through the intake manifold, is enriched with gases inert to combustion, acting as a heat absorber, thereby reducing peak temperatures in the cylinders.

[0063] The typical EGR inlet port is located upstream of the cylinder head, within the intake manifold's gooseneck, downstream of the throttle body, or near the throttle body adapter area. The port is often machined, leaving a port with sharp edges. Therefore, when the EGR system is activated, exhaust gas is introduced into the airflow through a single point, which can cause airflow disturbances. Furthermore, due to the single entry point, mixing of exhaust gas with the gas is minimized.

[0064] To improve overall performance and engine efficiency, EGR gas may be directed through port 200, which is arranged as an EGR device or exhaust gas recirculator configured to reduce engine NOx and capable of distributing NOx directly into the interior of cylinder head 100. EGR gas travel through the intake manifold may thus be eliminated, and EGR gas may be supplied closer to the cylinders through port 200. The exhaust gas recirculator, designed as port 200, may be connected to the exhaust manifold using an exhaust stream, a pipe or tubing, and a valve capable of releasing exhaust gas.

[0065] Additional advantages of the port 200 configured as an exhaust gas recirculator may include better mixing of gases within the cylinder head 100, delivery of exhaust gases closer to the combustion system, and even dispersion of the exhaust gases, which may facilitate and maintain a more stable combustion process, facilitate better thermal control of the system, and protect the throttle body in the heat-sensitive gooseneck from exposure to the high temperatures associated with reintroducing the exhaust gases into the intake manifold. The port 200 configured as an EGR device thus becomes part of the engine system cooling.

[0066] Alternatively, port 200 may be configured as a condensate port configured to provide condensate to the engine from a heat exchanger capable of collecting condensate, such as a charge air cooler. The connection between the heat exchanger and port 200 may be achieved via tubing, pipes, conduits, or the like, or a combination thereof. A control valve may also be provided. A filter may be included in or before port 200 to remove any undesirable contaminants from the condensate.

[0067] Figure 11Schematically shows the connection between the cylinder head 100 and the supply source 500 of fluid through the port 200. The supply source 500 can be a fluid reservoir, a pool, a collector, a container, a storage device, a tank, a part of the engine, a part of the powertrain, an exhaust manifold, a heat exchanger or other source. The supply can be continuous or discontinuous. The supply can be a disposable supply, such as a disposable fluid addition, which allows fluid to be added directly to the inlet 202 from a container that is not part of the automotive system. For example, the fluid can be provided from a container that can be discarded after addition. The connection can be achieved by pipes, flows, pipes, delivery pipes, pipelines, hoses, channels, passages, conduits, etc. The connection can include or not include a valve 502, which can be a control valve that allows fluid to flow from the supply source 500 to the port 200 under a first set of circumstances and prevents fluid from flowing from the supply source 500 to the port 200 under a second set of circumstances.

[0068] The cylinder head 100 may include more than one port 200, more than one inlet 201, or both. Each port 200 may be configured to supply the same or different fluids. Each port 200 may be connected to the same or different fluid supply source 500. A single port 200 and / or inlet 201 may also be connected to more than one type of fluid, such that the pipe 203 may include a valve that allows the first, second, and / or third fluids to be dispensed into the cylinder head 100 as desired, depending on the type of fluid required.

[0069] Also disclosed herein is a method for forming a monolithic cylinder head 100 and a fluid delivery port 200. An implementation method for producing the disclosed cylinder head 100 (which has the unique structural features depicted in the figures and described above) can be additive manufacturing. The additive manufacturing process involves a technique for building a 3D object by adding material layer by layer. The material can be plastic, metal, concrete, etc. Additive manufacturing includes many technologies, such as 3D printing, rapid prototyping, direct manufacturing, layered manufacturing, additive machining, photopolymerization curing (including stereolithography (SLA) and digital light processing (DLP)), material jetting, binder jetting, material extrusion, powder bed fusion, sheet lamination, directed energy deposition, etc.

[0070] Early additive manufacturing focused on pre-production visualization models, machining prototypes, and the like. The quality of the finished products determined their usefulness, and vice versa. Early products created by additive manufacturing were generally not designed to withstand long-term use. Additive manufacturing equipment was also expensive, and its speed hindered its widespread use in high-volume production applications. Recently, however, additive manufacturing processes have become increasingly faster and less expensive. Additive manufacturing technology has also improved the quality of finished products.

[0071] Because additive manufacturing techniques operate according to similar principles, any additive manufacturing technique can be used to produce the disclosed monolithic cylinder head 100 and port 200. The method may include utilizing a computer, 3D modeling software (computer-aided design or CAD), a machine capable of applying material to create the layered cylinder head 100, and the layered material. An exemplary method may also include creating a virtual design of the cylinder head 100 using a 3D modeling program in a CAD file or by using a 3D scanner, which, for example, makes a 3D digital replica of the cylinder head 100 from an already created cylinder head 100. The method may include slicing the digital file, wherein each slice contains data such that the cylinder head 100 can be formed layer by layer. The method may include reading each slice through a machine that applies the layered material. The method may include adding successive layers of the layered material in liquid, powder, or sheet form, and forming the cylinder head while bonding each layer to the next, such that there is virtually no visually perceptible trace of the discretely applied layers. The layers form the three-dimensional solid cylinder head described above, having at least one intake port and fluid delivery port 200, such that the additive manufacturing process forms a one-piece, unitary workpiece. The method may include forming ports 200 configured to provide fluids to the cylinder head 100, such as exhaust gas recirculation ports, nitrous oxide ports, additive fluid ports, maintenance fluid ports, or condensate ports. The method may also include forming additional features as an integral part of the cylinder head 100.

[0072] The additively manufactured cylinder head 100 having the port 200 may need to undergo one or more post-processing steps (e.g., stabilization) to produce the final 3D object. Stabilization involves adjusting, modifying, enhancing, altering, fixing, maintaining, protecting, balancing, or changing one or more characteristics of the cylinder head 100 formed by additive manufacturing so that the formed cylinder head 100 meets predetermined standards after manufacturing.

[0073] The stabilized cylinder head 100 maintains compliance with various standards for hours, days, weeks, months, years, and / or decades after manufacture. The properties to be modified may relate to physical, chemical, optical, and / or mechanical properties. These properties may include dimensional stability, functionality, durability, wear resistance, anti-fading, chemical resistance, water resistance, ultraviolet (UV) resistance, heat resistance, memory retention, desired gloss, color, mechanical properties (such as toughness, strength, flexibility, ductility, etc.), or combinations thereof.

[0074] Additive manufacturing can form the one-piece cylinder head 100 with intricate shapes, undulating shapes, smooth contours, and gradual transitions between adjacent sections or portions, thereby more evenly distributing fluid to the engine. For example, additive manufacturing can form the complex shapes of the branches 204, wings 206, connectors 210, nozzles 208, tips 218, orifices 220, flow deflectors 222, etc. The cylinder head 100 and ports 200 formed by the above-described method can be formed without any fasteners, adhesives, or other types of bonding typical of conventional cylinder head manufacturing.

[0075] While exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the present disclosure. Rather, the terms used in this specification are descriptive rather than restrictive, and it should be understood that various changes may be made without departing from the spirit and scope of the present disclosure. Furthermore, the features of various implementation embodiments may be combined to form further embodiments of the present disclosure.

[0076] According to the present invention, an engine additive fluid port is provided, the engine additive fluid port having a series of material layers arranged as a first oblong hollow member, the first oblong hollow member being configured to seamlessly surround at least a portion of an intake passage of a monolithic cylinder head, the member penetrating into a cavity of the intake passage through a plurality of nozzles characterized by orifices configured to inject a first fluid into the cavity.

[0077] According to an embodiment, said hollow member only partially surrounds said port.

[0078] According to an embodiment, the hollow member penetrates a portion of the cylinder head between adjacent intake ports.

[0079] According to an embodiment, the hollow member forms a rounded rectangle.

[0080] According to an embodiment, the first fluid is nitrous oxide.

[0081] According to an embodiment, the first fluid is a curing fluid.

[0082] According to an embodiment, the port comprises a second hollow member comprising a nozzle characterized by orifices capable of ejecting a second fluid into the cavity.

[0083] According to an embodiment, the first fluid and the second fluid are different fluids.

[0084] According to an embodiment, the first hollow member and the second hollow member are connected by a pipe.

[0085] According to the present invention, an automotive powertrain is provided, comprising: a nitrous oxide reservoir; an engine cylinder head having an intake duct; and a layered nitrous oxide port integral with the engine cylinder head, connected to the nitrous oxide reservoir and having an inlet that branches into a plurality of wings, the plurality of wings accommodating a plurality of orifices that protrude into an interior surface of the intake duct such that no seal exists between the nitrous oxide port and the cylinder head.

[0086] According to an embodiment, the plurality of wings comprises two symmetrical wings.

[0087] According to an embodiment, each of the plurality of apertures comprises a flow deflector.

[0088] According to an embodiment, the flow deflector is conical.

[0089] According to an embodiment, the flow deflector prevents the fluid from being distributed into a central portion of the air intake duct.

[0090] According to the present invention, an engine system is provided, comprising: a cylinder head; and a first curved layered delivery pipe forming a nitrous oxide port, the first curved layered delivery pipe being configured to increase the power output of an internal combustion engine and surrounding a portion of the cylinder head so that no seal is present between the delivery pipe and the cylinder head, the delivery pipe at least partially surrounding an outer portion and penetrating into an inner portion of an intake duct through a plurality of nozzles having openings to deliver the nitrous oxide into the inner portion.

[0091] According to an embodiment, the above invention is further characterized by a second curved layered delivery tube forming the nitrous oxide port.

[0092] According to an embodiment, the first delivery pipe and the second delivery pipe are independent of each other.

[0093] According to an embodiment, the first delivery pipe and the second delivery pipe share the same nitrous oxide supply source.

[0094] According to an embodiment, the plurality of nozzles comprises a tip having an opening.

[0095] According to an embodiment, the openings are identical.

Claims

1. An engine additive fluid port comprising: A series of material layers are arranged into an oblong first hollow member, the first hollow member being configured to seamlessly surround at least a portion of an outer surface of an intake port of a monolithic cylinder head, the member penetrating into a cavity of the intake port through a plurality of nozzles, the plurality of nozzles being characterized by orifices configured to inject a first fluid into the cavity such that the member and the cylinder head form a unitary workpiece.

2. The port of claim 1, wherein the first hollow member only partially surrounds the port.

3. A port according to claim 1 or 2, wherein the hollow member penetrates a portion of the cylinder head between adjacent intake passages.

4. The port of claim 1, wherein the hollow member forms a rounded rectangle.

5. The port of claim 1, wherein the first fluid is nitrous oxide.

6. The port of claim 1, wherein the first fluid is a curing fluid.

7. The port of claim 1, wherein the port comprises a second hollow member, the second hollow member comprising a nozzle characterized by orifices capable of ejecting a second fluid into the cavity.

8. The port of claim 7, wherein the first fluid and the second fluid are different fluids.

9. The port of claim 7, wherein the first hollow member and the second hollow member are connected by a tube.

10. An automobile power transmission system, comprising: nitrous oxide reservoirs; an engine cylinder head having an air intake duct; and A layered, seamless nitrous oxide port integral to the engine cylinder head such that no seals are present between the port and the cylinder head, the nitrous oxide port connected to the nitrous oxide reservoir and having an inlet that branches into a plurality of wings that accommodate a plurality of orifices that project into an interior surface of the intake passage.

11. The automotive powertrain system of claim 10, wherein each of the plurality of orifices comprises a flow deflector.

12. The automotive powertrain system of claim 11, wherein the flow deflector prevents fluid from being distributed into a central portion of the intake passage.

13. An engine system comprising: cylinder head; and A first curved layered delivery tube is formed to provide a nitrous oxide port, the first curved layered delivery tube being configured to increase power output of an internal combustion engine and surrounding a portion of the cylinder head and forming a unitary workpiece therewith, such that no seals are present between the delivery tube and the cylinder head, the delivery tube at least partially surrounding an exterior portion of an intake duct and penetrating into an interior portion of the intake duct through a plurality of nozzles having openings therein to deliver the nitrous oxide into the interior, wherein the first curved layered delivery tube is formed by additive manufacturing.

14. The engine system of claim 13, further comprising a second curved layered delivery tube forming a nitrous oxide port, wherein the second curved layered delivery tube is formed by additive manufacturing.

15. The engine system of claim 14, wherein the first curved layered duct and the second curved layered duct are independent of each other.

Images