One-piece cylinder head with condensate port

Abstract

The present disclosure provides a "monolithic cylinder head with condensate ports." An engine system includes a stratified cylinder head having a plurality of intake ports; and a layered tubular member integrated into the cylinder head, configured as a condensate port, surrounding each of the plurality of intake ports and forming a plurality of nozzles located on at least one side of the tubular member. Each of the nozzles is arranged to have a plurality of openings extending into a cavity of each intake port, such that no seal is formed between the tubular member and the cylinder head.

Description

Technical Field

[0001] Various embodiments are directed to a one-piece cylinder head for an internal combustion engine in a vehicle, the cylinder head having a condensate port, and to a method of manufacturing the cylinder head. 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 into the cylinders. Simultaneously, the cylinder head allows exhaust gases to escape. The cylinder head also directs coolant fluid into the engine block, thereby cooling the engine components. Summary of the Invention

[0003] In at least one embodiment, an engine system is disclosed. The engine system includes a stratified cylinder head having a plurality of intake passages. The engine system also includes a layered tubular member integrated into the cylinder head, configured as a condensate port, surrounding each of the plurality of intake passages, and forming a plurality of nozzles located on at least one side of the tubular member, each of the nozzles being arranged to have a plurality of openings extending into the cavity of each intake passage such that there is no seal between the tubular member and the cylinder head. The plurality of nozzles can be positioned along the entire circumference of the tubular member. Each of the plurality of nozzles can be regularly spaced apart from one another. The tubular member can protrude through a portion of the cylinder head between adjacent intake passages. The tubular member can form a ring. The tip can include at least one row of apertures.

[0004] In various embodiments, a powertrain system is disclosed. The system includes a heat exchanger reservoir configured to collect condensate. The system also includes an integrated engine cylinder head and a layered condensate port connected to the heat exchanger reservoir via tubing. The condensate port has an inlet extending into at least one branch surrounding the outer surface of an intake duct of the cylinder head and a plurality of nozzles extending into a cavity of the intake duct, such that there is no seal between the condensate port and the cylinder head. The inlet may be tubular. Each of the plurality of nozzles may be regularly spaced apart from one another. Each of the plurality of nozzles may include a tip having a plurality of apertures. The tip may protrude into the cavity of the intake duct. The tip may be flush with the inner surface of the intake duct. The inlet may branch into the plurality of branches between adjacent intake ducts of the cylinder head. The inlet may have a different diameter than the plurality of branches.

[0005] In yet another alternative embodiment, an engine component is disclosed. The engine component includes a layered body forming a curved duct arranged as a condensate port configured to provide condensate from a heat exchanger to the engine. The curved duct includes at least one nozzle having an elongated body and a tip having at least one aperture that protrudes into a cavity of an intake duct of an integrated cylinder head, the curved duct seamlessly encircling an outer portion of the intake duct. The elongated body may narrow toward the tip. The tip may include multiple rows of apertures. The at least one nozzle may also include a plurality of regularly spaced nozzles. The tip may protrude into the cavity. The tip may be flush with an inner surface of the intake duct. 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 example cylinder head employing the duct disclosed herein;

[0008] Figure 3 Shown with example integral fluid delivery ports Figure 2 a detailed view of a portion of a cylinder head shown in;

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

[0010] Figure 5 Shown Figure 3 An alternative view of the cylinder head's intake passages and integrated fluid distribution ports;

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

[0012] Figure 7 An alternative example 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 having a tip for fluid distribution that protrudes into the interior of a cylinder head intake passage is shown;

[0015] 10A to 10CAn alternative example embodiment of a nozzle illustrating the fluid dispensing port disclosed herein; and

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

[0017] Embodiments of the present disclosure are described herein. However, it should be understood that the disclosed embodiments are merely examples, and other embodiments may take various forms and alternative forms. The drawings are not necessarily drawn to scale; some features may be enlarged or minimized to show details of particular components. Therefore, the specific structural details and functional details disclosed herein should not be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to adopt 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 accompanying drawings may be combined with features shown in one or more other drawings to produce embodiments that are not explicitly shown or described. The combinations of features shown provide representative embodiments for typical applications. However, various combinations and modifications of features consistent with the teachings of the present disclosure may be desired for specific applications or implementations.

[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" in 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 applies mutatis mutandis to normal grammatical variations of the initially defined abbreviation. Unless expressly indicated to the contrary, measurements of properties are determined by the same techniques as previously or subsequently cited for the same property.

[0020] Reference is made in detail to 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 that can be implemented in various forms and alternative forms. Therefore, the specific details disclosed herein should not be construed as limiting, but rather merely as a representative basis for teaching those skilled in the art to employ the present invention in various ways.

[0021] An internal combustion engine includes one or more cylinders. Each cylinder is covered by a cylinder head, which is placed above each cylinder and on top of the cylinder block. The cylinder head closes the top of the cylinder, forming a combustion chamber. Furthermore, the cylinder head provides space for passages that supply a mixture of fuel, ambient air, exhaust gas recirculator (EGR) gas, and the like to the cylinders and allow exhaust gas to escape. The cylinder head also provides a suitable location for mounting spark plugs, valves, and fuel injectors.

[0022] The cylinder head has a plurality of ports, passages and / or channels that direct various fluids to the cylinders and other parts of the engine.The geometry, orientation and design of the cylinder head directly impact the efficiency of the internal combustion engine. 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 can have any number of cylinders 22, including three, four, six, eight, or another number. The cylinders can be positioned in the engine in various configurations, for example, as a V-type engine, an in-line engine, or other arrangements.

[0023] The example 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 example 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 be operated 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. Low-pressure or high-pressure fuel injection systems can be used with engine 20, or a port injection system can be used in other examples. 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 can be used, including compression ignition.

[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 is used as the sole prime mover in a vehicle (such as a conventional vehicle, or a stop-start vehicle). 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, which includes an intake stroke, a compression stroke, an ignition stroke, and an exhaust stroke. In other embodiments, the engine can operate in a two-stroke cycle. During the intake stroke, intake valve 42 opens and exhaust valve 44 closes, while piston 34 moves from the top of cylinder 22 to the bottom of cylinder 22 to introduce air from intake manifold 38 into combustion chamber 24. The position of piston 34 at the top of cylinder 22 is generally referred to as top dead center (TDC). The position of piston 34 at the bottom of 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 chamber 24 and then ignited using a spark plug 48. In other examples, compression ignition may be used to ignite the fuel.

[0030] During the expansion stroke, the ignited fuel-air mixture in combustion chamber 24 expands, causing piston 34 to move from the top of cylinder 22 to the bottom of cylinder 22. The movement of piston 34 causes a corresponding movement in 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 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 for removing heat from the engine 20 , which 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 multiple steps and / or multiple parts, so that the cylinder head is manufactured in 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 with respect to the geometry of the cylinder head. Therefore, detail parts can only be added as separate pieces, requiring many connecting parts. If the connecting parts are made of a different material than the cylinder head itself, then the connection is typically a challenge, especially if the bond is to be leak-proof. As a result, assembly can be time-consuming and increase cycle times. Furthermore, whenever at least two parts need to be joined, necessary control checks are crucial to ensure that the bond is provided correctly. Such checks are expensive and increase cycle times.

[0036] In one or more embodiments, a cylinder head 100 is disclosed herein 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 Figure 1 The cylinder head 100 is used in an internal combustion engine 20 or in a different internal combustion engine system. The cylinder head 100 can be made of metal (such as iron, stainless steel, aluminum). Alternatively, the cylinder head 100 can be made of at least two types of materials including a composite material. Therefore, the cylinder head 100 can have parts made of polymeric materials, ceramics, composite materials, metals or combinations thereof. The cylinder head 100 has a geometry and material that enables it to withstand combustion pressures and thermal loads while allowing the cylinder head 100 to be lightweight and thereby contribute to improved fuel efficiency. Compared to cast iron or aluminum cylinder heads, the cylinder head 100 can have other advantages, such as good corrosion resistance, thermal benefits (such as optimized heat transfer), maintained rigidity and / or a reduced number of machine operations during the production of the cylinder head.

[0037] Cylinder head 100 may include 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, an ignition platform, one or more domes for one or more combustion chambers, one or more head bolt studs, or a combination thereof. The ignition or head platform may include one or more intake and / or exhaust ports, which are passages from the manifold to the corresponding valves. Specifically, the cylinder head includes exhaust ports that lead to the exhaust manifold (not shown).

[0038] In addition, the cylinder head 100 includes one or more intake passages 102 that open into or are connected to an intake manifold (not shown), specifically 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 inlets 102. Each air inlet 106 comprises an outer underside 106 and an upper side 1-8.

[0039] The mentioned components, as well as many other components and / or parts, may be an integral part 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 cylinder head 100 shown has a fluid port 200, which can guide fluid into the cylinder head 100. The fluid can be used for various functions and lead to various destinations. The fluid can be an additive fluid, a maintenance fluid (such as a fluid that can clean a part of the engine) or a fluid that can improve engine performance. Example fluids can include nitrous oxide, fuel injector cleaner, engine degreaser, crankcase conditioner, all-purpose cleaner, carburetor cleaner, etc., or a combination thereof. Other fluids, such as exhaust gas or condensate, can be envisioned.

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

[0042] The port 200 can include one or more branches or arms 204 that extend into the interior of the cylinder head 100, such that there is no seal 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 a unitary part, as a layered, integral piece, such that the port 200 seamlessly transitions into the cylinder head 100. The fluid delivery port 200 can include two, three, four, five, six, eight, ten, or more branches 204. In at least one embodiment, a portion of the branches 204 can be located on the exterior of the cylinder head 100, while another portion of the branches 204 can 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 shown 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 the outer 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 arrangement of branches 204 depends on the specific design of cylinder head 100. For example, a single branch 204 may be dedicated to intake port 102. Figure 2 and Figure 3 In an alternative embodiment shown in FIG, a single branch 204 supplies fluid to two wings 206, each wing 206 surrounding the intake duct 102. In a non-limiting example, a single branch 204 may be connected to each wing 206 via a connector 210, such as Figure 3 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, the center portion 214 of the wing 206, or in the curved portion of the wing 206.

[0046] In at least one embodiment (an example of which is Figure 3 ), each branch 204 can further extend into a set of wings or sub-branches 206. The extension of the branches 204 into the set of wings 206 can form a bifurcated tube. A set of wings can include two adjacent wings 206. The separation of the branches 204 into the set of wings 206 can be symmetrical, so that the separation can include a curved connector 210 from the branch 204 into each wing 206, a connector 210 that bends to the right at a certain angle, and a second connector 210 that bends to the left at a certain angle. The angle can 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 branches 204. As the connection transitions into the wings 206, the diameter of the connection can increase or decrease.

[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, the center portion 214 of the wing 206, 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 may be symmetrical or asymmetrical. For example, each wing 206 may have a uniform or non-uniform curvature at each end 212. The wing 206 may be tubular or hollow, or may be formed into a tubular or hollow member or conduit to allow fluid to flow therethrough. The tubular curvature may allow fluid to flow uniformly from the branch 204 through the wing 206 to a destination, such as the nozzle 208, from which the fluid enters the interior of the cylinder head 100.

[0049] Each wing 206 can be formed in the shape of a semi-circle, a semi-ellipse, a quarter-circle, a quarter-ellipse, a ¾-circle, a ¾-ellipse, a full ring or full ellipse, a donut, a rounded rectangle, or a rounded square. Other wing 206 lengths are contemplated. In at least one embodiment, the wing 206 can have non-curved or oblong corners, such that the shape of the wing 206 can be square or rectangular with sharp corners. However, with this design, achieving optimal, uniform fluid flow can be more difficult.

[0050] The wing 206 may at least partially surround a portion of the cylinder head 100, such as Figure 3 As shown. For example, wing 206 may partially or completely surround intake duct 102. When wing 206 partially or completely surrounds intake duct 102, a portion of wing 206 may protrude through at least a portion of cylinder head 100 located between two adjacent intake ducts 102 at the connection between intake ducts 110. Thus, wing 206 may surround the entire circumference or length of intake duct 102, ¾, ½, ¼, or another portion of the circumference of intake duct 102. In this case, nozzle 208 included 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 may vary, depending on the needs of the specific 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. Nozzles 208 may be the same or different in each wing 206, branch 204, or port 200.

[0052] The branch 204 or wing 206 may include a nozzle 208 along its entire length or along only a portion of its length, such as for example Figure 5The nozzles 208 may be spaced evenly or unevenly along the length of the branch 204 or wing 206. For example, in a non-limiting example 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 As shown. The body 216 can be elongated. The size of the body 216 can be uniform or non-uniform. For example, the body 216 can narrow or widen in a direction from the port 200, the branch 204, the wing 206 toward the interior of the cylinder head 100. The diameter of the nozzle 208 is wide enough to allow fluid to flow from the port 200 to the interior of the cylinder head 100. The diameter of the nozzle 208 can be smaller than the diameter of the branch 204, the wing 206, or both. The diameter of the nozzle 208 can 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 can be one, two, three, four, five, eight, or ten times 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 that is different from the first diameter. The first diameter can be smaller or larger than the second diameter. It is contemplated that the third, fourth, and fifth diameters can each be different from each other 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 inner surface 114 of the inlet 102. Alternatively, as shown Figure 7 and Figure 8 As shown, the tip 218 of the nozzle 208 can extend into the cavity of the cylinder head 100. Thus, the tip 218 can form a recess. The extension can include only the tip 218 and / or another portion of the nozzle 208. Figure 9 The tip 218 protruding into the interior space of the cylinder head 100 is described in further detail in .

[0056] The location, purpose, angle, and other properties of the port 200 determine the shape of the nozzle 208, the tip 218, or both. For example, the tip 218 can have a conical, truncated conical, hemispherical, or dome-shaped shape, be rounded or pointed. Other shapes are contemplated. The tip 218 can have at least one aperture or opening 220. There can be a plurality of openings 220, such as arranged in a portion of the tip 218, around the entire circumference of the tip 218, arranged in rows, regularly arranged, or irregularly spaced apart from one another. As in Figure 9 As can be seen in the non-limiting example, 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 have the same or different openings 220. For example, the first row may have openings 220 that are smaller or larger in 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 6 In 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 may have a plurality of diverters 222. The diverters 222 may be tapered or curved. The diverters 222 may be placed in a variety of locations. The function of the diverters 222 is 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 may be susceptible to high heat or other conditions caused by distributing the fluid 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 the divider 116, the central portion of the intake duct 102, to avoid overheating the divider 116 surface. Additionally, it may be desirable to generally avoid spraying fluid onto the divider 116, as the fluid should flow into the internal passages of the cylinder head 100 rather than adhering to the walls of the intake duct 102. However, if a detergent fluid is being supplied via port 200 for cleaning the interior of the cylinder head 100, it may be desirable to spray the detergent fluid directly onto the walls. In this case, diverter 222 may be precisely shaped to direct the fluid onto diverter 116 and / or other interior surfaces 114 of the intake duct 102.

[0059] In addition to the diverter 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 anywhere else within the port 200, such as at the inlet 202, the branch 204, the wing 206, or a combination thereof.

[0060] In yet other alternative embodiments, 10A to 10C, a nozzle 208 having a tip 218 with an elongated aperture 220, a nozzle 208 having a rounded tip 218 with a single aperture 220, and a nozzle having apertures 220 arranged around the entire circumference of the tip 218 are shown.

[0061] As mentioned above, the fluid can be nitrous oxide, so that port 200 is configured to be connected to a nitrous oxide supply device or a reservoir and is suitable for increasing the power output of an internal combustion engine. Typical nitrous oxide delivery equipment is a single-point entry system that is bolted to an intake manifold. Therefore, a typical nitrous oxide delivery system requires many mechanical accessories and has a trumpet-type arrangement, which may be very complicated but cannot include fine pores or even multiple pores. Port 200, which is designed as a nitrous oxide port in the cylinder head 100 rather than the intake manifold, enables fine, more even distribution of nitrous oxide without causing the destruction to the gas path that would normally result from a single-point entry system, and delivers nitrous oxide closer to the combustion chamber.

[0062] Port 200 can have various functions, 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 flowing through the intake manifold is typically 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 typically machined to create a port with sharp edges. Therefore, when the EGR system is active, exhaust gas is introduced into the airflow through a single location, potentially disrupting the flow. Additionally, due to the single entry point, mixing of the exhaust gas with the gas is minimized.

[0064] To improve overall performance and engine efficiency, EGR gas may be directed via port 200, which is arranged as an EGR device or exhaust gas recirculator that is configured to reduce engine NOx and can distribute NOx directly to the interior of cylinder head 100. Thus, EGR gas traveling through the intake manifold may be eliminated, and EGR gas may be supplied closer to the cylinders via port 200. The exhaust gas recirculator, designed as port 200, may be connected to the exhaust manifold having an exhaust flow pipe, tube, or pipe 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 the gases within the cylinder head 100, delivery of the exhaust closer to the combustion system, and even dispersion of the exhaust (which may contribute to and maintain a more stable combustion process), contributing to better thermal control of the system, and protecting the heat-sensitive throttle body in the gooseneck from exposure to the high temperatures associated with reintroducing the exhaust gas into the intake manifold. Thus, the port 200 configured as an EGR device becomes part of the cooling arrangement of the engine system.

[0066] Alternatively, port 200 can be configured as a condensate port configured to provide condensate from a heat exchanger capable of collecting condensate, such as a charge air cooler, to the engine. The connection between the heat exchanger and port 200 can be 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 11 Schematically shows the connection of the cylinder head 100 via port 200 to a supply of fluid 500. The supply 500 can be a fluid reservoir, a pool, a collector, a container, a storage device, a tank, a part of an engine, a part of a 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 device, 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 via pipes, flow tubes, pipes, ducts, pipelines, hoses, lines, channels, 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 500 to the port 200 under a first set of circumstances and prevents fluid from flowing from the supply 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 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 a first fluid, a second fluid, and / or a third fluid to be dispensed into the cylinder head 100, depending on which fluid is desired.

[0069] Also disclosed herein is a method for forming the monolithic cylinder head 100 and the fluid delivery port 200. The disclosed cylinder head 100 having the unique structural features shown in the accompanying drawings and described above may be produced by additive manufacturing. The additive manufacturing process involves techniques for building 3-D objects by adding layers of material upon layers of material. The materials may be plastic, metal, concrete, etc. Additive manufacturing includes many technologies, such as 3-D printing, rapid prototyping, direct manufacturing, layered manufacturing, additive manufacturing, photopolymerization curing (including stereolithography (SLA) and digital light processing (DLP)), material jetting, adhesive jetting, material extrusion, powder bed fusion, sheet lamination, directed energy deposition, etc.

[0070] Early additive manufacturing focused on pre-production visualization models, manufacturing prototypes, and more. The quality of the manufactured products determined their use, and vice versa. Early products created through additive manufacturing were generally not designed for long-term use. Additive manufacturing equipment was also expensive, and its speed hindered its widespread use in high-volume applications. Recently, however, additive manufacturing processes have become faster and less expensive. Additive manufacturing technology has also seen improvements in the quality of manufactured products.

[0071] Any additive manufacturing technology can be used to produce the disclosed monolithic cylinder head 100 and port 200, as additive manufacturing technologies operate according to similar principles. The method can include utilizing a computer, 3-D modeling software (computer-aided design or CAD), a material capable of applying material to form the layered cylinder head 100, and the layered material. The example method can also include creating a virtual design of the cylinder head 100 from a CAD file using a 3-D modeling program or a 3-D scanner that makes a 3-D digital copy of the cylinder head 100 (e.g., based on an already created cylinder head 100). The method can include slicing the digital file, wherein each slice contains data such that the cylinder head 100 can be formed layer by layer. The method can include reading each slice by a machine that applies the layered material. The method can include adding successive layers of layered material in a liquid, powder, or sheet format, and forming the cylinder head as each layer is joined to the next layer, such that there is little to no visually discernible sign of the discretely applied layers. These 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 unitary, monolithic piece. The method may include forming ports 200 configured to provide fluid to cylinder head 100 (such as exhaust gas recirculators, nitrous oxide ports, additive fluid ports, service fluid ports, or condensate ports). The method may also include forming additional features as an integral part of 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 3-D object. Stabilization involves adjusting, modifying, enhancing, altering, protecting, maintaining, preserving, balancing, or changing one or more properties of the cylinder head 100 formed by additive manufacturing so that the formed cylinder head 100 meets predetermined standards after manufacturing.

[0073] The stable cylinder head 100 still meets various standards hours, days, weeks, months, years, and / or decades after manufacturing. The properties to be modified can involve physical, chemical, optical, and / or mechanical properties. These properties can 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, elongation, etc.), etc., or a combination thereof.

[0074] Additive manufacturing enables the formation of complex shapes, contours, smooth contours, and gradual transitions between adjacent segments or portions of the monolithic cylinder head 100, thereby providing more uniform fluid distribution within the engine. For example, additive manufacturing enables the formation of complex shapes such as the branches 204, wings 206, connectors 210, nozzles 208, tips 218, apertures 220, diverters 222, etc. The cylinder head 100 and port 200 formed by the above-described method can be formed without any fasteners, adhesives, or other types of bonding typically used in conventional cylinder heads.

[0075] Although exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of the present disclosure. Rather, the words 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. In addition, the features of various implementation embodiments may be combined to form other embodiments of the present disclosure.

[0076] According to the present invention, an engine system is provided, comprising: a stratified cylinder head having a plurality of intake passages; and a stratified tubular member integrated into the cylinder head, configured as a condensate port, surrounding each of the plurality of intake passages and forming a plurality of nozzles located on at least one side of the tubular member, each of the nozzles being arranged to have a plurality of openings extending into a cavity of each intake passage such that there is no seal between the tubular member and the cylinder head.

[0077] According to one embodiment, said plurality of nozzles are positioned along the entire circumference of said tubular member.

[0078] According to one embodiment, each of the plurality of nozzles is regularly spaced apart from another.

[0079] According to one embodiment, the tubular member protrudes through a portion of the cylinder head between adjacent intake passages.

[0080] According to one embodiment, said tubular member forms a ring.

[0081] According to one embodiment, the tip comprises at least one row of apertures.

[0082] According to the present invention, a powertrain system is provided, which has: a heat exchanger reservoir, which is arranged to collect condensate; and an integrated engine cylinder head and a layered condensate port, which is connected to the heat exchanger reservoir via a pipe, and the condensate port has an inlet extending into at least one branch surrounding the outer surface of the cylinder head intake port and has a plurality of nozzles extending into the cavity of the intake port, so that there is no seal between the condensate port and the cylinder head.

[0083] According to one embodiment, the inlet is tubular.

[0084] According to one embodiment, each of the plurality of nozzles are regularly spaced apart from each other.

[0085] According to one embodiment, each of the plurality of nozzles comprises a tip having a plurality of apertures.

[0086] According to one embodiment, the tip protrudes into the cavity of the air inlet duct.

[0087] According to one embodiment, the tip is flush with the inner surface of the air inlet duct.

[0088] According to one embodiment, the inlet is divided into the plurality of branches between adjacent intake passages of the cylinder head.

[0089] According to one embodiment, the inlet has a different diameter than the plurality of branches.

[0090] According to the present invention, an engine component is provided, comprising: a layered body forming a curved duct, the curved duct being arranged as a condensate port, the condensate port being configured to provide condensate from a heat exchanger to the engine, the curved duct comprising at least one nozzle having an elongated body and a tip having at least one aperture protruding into a cavity of an intake duct of an integrated cylinder head, the curved duct seamlessly surrounding an outer portion of the intake duct.

[0091] According to one embodiment, said elongated body narrows towards said tip.

[0092] According to one embodiment, the tip comprises a plurality of rows of apertures.

[0093] According to one embodiment, the at least one nozzle comprises a plurality of regularly spaced nozzles.

[0094] According to one embodiment, said tip protrudes into said cavity.

[0095] According to one embodiment, the tip is flush with the inner surface of the air inlet duct.

Claims

1. An engine system, comprising: a stratified cylinder head having a plurality of intake passages; as well as A layered tubular member is integrated into the cylinder head and is configured as a condensate port, surrounding each of the plurality of intake ports and forming a plurality of nozzles on at least one side of the tubular member, each of the nozzles being arranged to have a plurality of openings extending into the cavity of each intake port such that there is no seal between the tubular member and the cylinder head. 2 . The engine system of claim 1 , wherein the plurality of nozzles are positioned along the entire circumference of the tubular member.

3. The engine system of claim 1 or 2, wherein the tubular member protrudes through a portion of the cylinder head between adjacent intake ports.

4. The engine system of claim 1 or 2, wherein the tubular member forms a ring. 5 . The engine system of claim 1 , wherein each of the plurality of nozzles are regularly spaced apart from one another. 6 . The engine system of claim 1 , wherein each of the plurality of nozzles includes a tip having multiple rows of apertures.

7. A power transmission system, comprising: a heat exchanger reservoir arranged to collect condensate; as well as An integrated engine cylinder head and a layered condensate port connected to the heat exchanger reservoir via a pipe, the condensate port having an inlet extending into at least one branch surrounding the outer surface of the cylinder head intake passage and having a plurality of nozzles extending into the cavity of the intake passage so that there is no seal between the condensate port and the cylinder head.

8. The powertrain system of claim 7, wherein the inlet is tubular.

9. The powertrain system of claim 7 or 8, wherein each of the plurality of nozzles comprises a tip having a plurality of apertures.

10. The power transmission system according to claim 7 or 8, wherein the inlet is divided into the at least one branch between adjacent intake passages of the cylinder head.

11. The power transmission system of claim 7, wherein each of the plurality of nozzles are regularly spaced apart from one another.

12. The power transmission system of claim 9, wherein the tip protrudes into one or more of the cavities.

13. The powertrain system of claim 9, wherein the tip is flush with an inner surface of the intake duct.

14. An engine component, comprising: A layered body forming a curved duct arranged as a condensate port configured to provide condensate from a heat exchanger to the engine, the curved duct including at least one nozzle having an elongated body and a tip having at least one aperture that protrudes into a cavity of an intake duct of a cylinder head with which the curved duct is integrated, the curved duct having no seal therebetween such that the curved duct seamlessly surrounds an outer portion of the intake duct.

15. The engine component of claim 14, wherein the elongated body narrows toward the tip.

16. An engine component as claimed in claim 14 or 15, wherein the at least one nozzle comprises a plurality of regularly spaced nozzles.

17. The engine component of claim 14, wherein the tip includes a plurality of rows of apertures.

18. The engine component of claim 14, wherein the tip protrudes into one or more of the cavities.

19. The engine component of claim 14, wherein the tip is flush with an inner surface of the intake passage.

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