Overall intake manifold

Abstract

The present disclosure provides a "unit intake manifold". An engine component, comprising an intake manifold having a tiered layer, the intake manifold having a tiered layer defining: a plurality of runners, each runner having a gas outlet to a cylinder head; and a plenum, the plenum comprising a partial wall forming a channel, the channel extending from a common gas inlet extending into a goose neck conduit, the goose neck conduit having a merged throttle body. The goose neck conduit transitions into the channel and the runners such that there is no seal between the goose neck, the plenum and the runners.

Description

Technical Field

[0001] Various implementations relate to an integral intake manifold with an integrated throttle body and fuel injectors for use in an internal combustion engine in a vehicle, and methods for producing said integral intake manifold. Background Technology

[0002] The intake manifold, or inlet manifold, is part of the engine that supplies the fuel / air mixture to the cylinders. The primary function of the intake manifold is to distribute intake air evenly to each intake port in the cylinder head, as this even distribution optimizes engine efficiency and performance. The design and geometry of the intake manifold affect the gas flow, turbulence, pressure drop, and other airflow phenomena within the manifold. Summary of the Invention

[0003] According to an embodiment, an engine component is disclosed. The engine component includes an intake manifold with layered layers. The intake manifold defines a plurality of flow channels, each flow channel having a gas outlet leading to a cylinder head. The intake manifold further defines a boost chamber, the boost chamber including a partial wall forming a passageway that shares a common gas inlet extending into a gooseneck manifold, the gooseneck manifold having a throttle body merged therewith, such that the gooseneck manifold transforms into the passageway and flow channel without sealing. The throttle body may include a shaft integrated into the gooseneck manifold and a valve configured to impede gas flow in the gooseneck manifold. The shaft may extend from a first side of the gooseneck manifold to a second side of the gooseneck manifold. The throttle body may be positioned adjacent to an opening located on the side of the gooseneck manifold opposite to the gas inlet. The throttle body may be fully incorporated into the gooseneck manifold. The partial wall may form an endoskeleton structure configured to support the intake manifold. The partial wall may project inward from an opposing face of the boost chamber. The partial wall may have a greater thickness than the remainder of the boost chamber.

[0004] In an alternative embodiment, an engine system is disclosed. The engine system may include a cylinder head and a layered material defining an intake manifold. The intake manifold has multiple flow channels, each flow channel including a gas outlet communicating with the cylinder head. The intake manifold further has multiple flow channels, each flow channel including a gas outlet communicating with the cylinder head. A fuel injector may include a tube that tapers from a first end to a nozzle portion at a second end. The gooseneck may include a portion of increased thickness arranged for a support member of the fuel injector, the support member extending outward from the outer layer of the gooseneck. The fuel injector may extend from the outside of the gooseneck to the inside of the gooseneck. The nozzle portion may protrude from the outside of the gooseneck to the inside of the gooseneck to closely approach the opening of the gooseneck. The nozzle portion may include multiple orifices for spraying gas onto the top end of the gooseneck. The engine system may also include a throttle body positioned within a cavity of the gooseneck. The throttle body and the fuel injector can be adjacent to each other, such that the nozzle portion is configured to inject fuel toward the valve of the throttle body to prevent gas from entering the gooseneck pipe.

[0005] In an alternative embodiment, a method is disclosed to form a material layer defining an intake manifold of an internal combustion engine by adding a manufacturing process. The intake manifold has: a plurality of flow channels, each flow channel including a gas outlet leading to a cylinder head; and a boost chamber including a partial wall forming a passageway, the passageways sharing a common gas inlet extending outward into a gooseneck, the gooseneck having a fuel injector, a throttle body, or both merged therewith, the gooseneck transforming into the passageways and flow channels such that there is no seal between the gooseneck, the boost chamber, and the flow channels, and the partial wall forming an internal skeletal structure configured to support the intake manifold. The method may further include forming a support for the fuel injector in the outer layer of the gooseneck. The forming may include shaping the fuel injector as a tube partially positioned outside the gooseneck and protruding into the interior of the gooseneck. The forming may include forming a fuel injector tip including a plurality of orifices. Attached Figure Description

[0006] Figure 1 A schematic diagram illustrating non-limiting examples of internal combustion engines that can employ various embodiments of the present disclosure;

[0007] Figure 2 illustrates an exploded view of an exemplary prior art intake manifold;

[0008] Figure 3 illustrates an exploded view of an exemplary intake manifold of an alternative prior art.

[0009] Figure 4 A perspective view illustrating a non-limiting example of a single intake manifold according to one or more embodiments;

[0010] Figure 5 Show Figure 4 A cross-sectional view of the individual intake manifold along line 5-5;

[0011] Figure 6 Show Figure 4 Alternative cross-sectional view of the individual intake manifold along line 6-6;

[0012] Figure 7 Show Figure 4 Alternative cross-sectional view of the individual intake manifold along line 7-7;

[0013] Figure 8 Alternative embodiments of a single-unit intake manifold, including a non-limiting example of the gas inlet passage disclosed herein, are shown;

[0014] Figure 9 Explanation in Figure 8 A portion of the gas inlet channel depicted in the image is shown in a cross-sectional view along line 9-9;

[0015] Figure 10 Shown in Figure 9 A detailed view of a portion of the fuel injector depicted in the image;

[0016] Figure 11 Shown in Figure 9 A cross-sectional view of an exemplary PCV device depicted along line 11-11;

[0017] Figure 12 An alternative view of the PCV device is shown; and

[0018] Figure 13 An alternative view of the gas inlet passage with an exemplary EGR device is shown. Detailed Implementation

[0019] This document describes embodiments of the present disclosure. However, it will be understood that the disclosed embodiments are merely examples and other embodiments may take various forms and alternative forms. The figures are not necessarily to scale; some features may be exaggerated or reduced to a minimum to show details of a particular component. Therefore, the specific structural and functional details disclosed herein are not to be construed as limiting, but merely as representative bases for teaching those skilled in the art to employ the invention differently. Those skilled in the art will understand that the various features illustrated and described with reference to any of the figures can be combined with features illustrated in one or more other figures to produce embodiments not explicitly illustrated or described. Combinations of illustrated features provide representative embodiments for typical applications. However, specific applications or implementations may require various combinations and modifications of the features consistent with the teachings of this disclosure.

[0020] Unless otherwise specified, all numerical quantities of indicated dimensions or material properties in this description should be understood to be modified by the word “about” in order to describe the broadest scope of this disclosure.

[0021] The initial definition of an acronym or other abbreviation applies to all subsequent uses of the same abbreviation herein, along with any necessary changes to the normal grammatical variations applicable to the initially defined abbreviation. Unless expressly stated to the contrary, measurements of said property are determined by the same technique referenced previously or later for the same property.

[0022] Detailed reference is made to the known components, embodiments, and methods of the invention. However, it should be understood that the disclosed embodiments are merely illustrative of the invention and can be embodied in various forms and alternatives. Therefore, the specific details disclosed herein should not be construed as limiting, but rather as representative bases for teaching those skilled in the art to employ the invention in different ways.

[0023] The geometry, orientation, and design of the intake manifold have a direct impact on the efficiency of internal combustion engines. Figure 1 This is an illustrative, non-limiting example illustrating an internal combustion engine 20. The engine 20 has a plurality of cylinders 22, one of which is illustrated. The engine 20 may have any number of cylinders 22, including three, four, six, eight, or another number. The cylinders may be positioned in the engine in various configurations, for example, as a V-engine, an inline engine, or another arrangement.

[0024] The exemplary engine 20 has a combustion chamber 24 associated with each cylinder 22. Each cylinder 22 is formed by a cylinder wall 32 and a piston 34. The piston 34 is connected to a crankshaft 36. The combustion chamber 24 is in fluid communication with an exemplary intake manifold 38 and an exhaust manifold 40. An intake valve 42 controls the flow rate from the intake manifold 38 into the combustion chamber 24. An exhaust valve 44 controls the flow rate from the combustion chamber 24 to the exhaust manifold 40. The intake and exhaust valves 42, 44 can be operated in various ways known in the art to control engine operation.

[0025] Fuel injector 46 delivers fuel directly from the fuel system to the combustion chamber 24, making the engine a direct injection engine. Low-pressure or high-pressure fuel injection systems may be used for engine 20, or duct injection systems may 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 the combustion chamber 24. In other embodiments, other fuel delivery systems and ignition systems or technologies may be used, including compression ignition.

[0026] Engine 20 includes a controller and various sensors configured to provide signals to a controller for controlling air and fuel delivery to the engine, ignition timing, power and torque output from the engine, etc. Engine sensors may include (but are not limited to) an oxygen sensor in 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 quality sensor in intake manifold 38, a throttle position sensor, etc.

[0027] In some embodiments, engine 20 may be used as the sole prime mover in a vehicle (e.g., a conventional vehicle or a stop-start vehicle). In other embodiments, the engine may be used in a hybrid vehicle, in which an additional prime mover, such as an electric motor, may be used to provide additional power to propel the vehicle.

[0028] Each cylinder 22 can operate in 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, 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 draw air from the intake manifold 38 into the combustion chamber 24. The piston position 34 at the top of the cylinder 22 is generally referred to as top dead center (TDC). The piston position 34 at the bottom of the cylinder 22 is generally referred to as bottom dead center (BDC).

[0029] During the compression stroke, the intake and exhaust valves 42 and 44 are closed. The piston 34 moves from the bottom toward the top of the cylinder 22 to compress the air in the combustion chamber 24.

[0030] Fuel is then introduced into combustion chamber 24 and ignited. In the illustrated engine 20, fuel is injected into chamber 24 and then ignited using spark plug 48. In other examples, compression ignition may be used to ignite the fuel.

[0031] 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. This movement of piston 34 causes a corresponding movement in crankshaft 36 and provides mechanical torque output from engine 20.

[0032] During the exhaust stroke, intake valve 42 remains closed, and exhaust valve 44 opens. Piston 34 moves from the bottom of cylinder 22 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 aftertreatment systems such as catalytic converters.

[0033] For various engine strokes, the positions and timings of the intake and exhaust valves (42, 44), as well as the fuel injection timing and ignition timing, can be varied.

[0034] The engine 20 includes a cooling system for removing heat from the engine 20, and the cooling system can be integrated into the engine 20 as a cooling jacket containing water or another coolant.

[0035] The cylinder head gasket 78 can be placed between the cylinder block 76 and the cylinder head 79 to seal the cylinder 22.

[0036] The depicted, non-limiting exemplary intake manifold 38 leading to engine 20 includes a booster housing 50 that distributes intake air to flow channels 56. Flow channels 56 supply intake air to intake valves 42, including ambient air, exhaust gas from exhaust gas recirculation, etc., or a combination thereof. A throttle valve 90 is provided to control the flow of intake air to the booster housing 50. The throttle valve 90 may be connected to an electronic throttle body for electronic control of valve position. The intake manifold 38 may be connected to an exhaust gas recirculation (EGR) system, a canister flush valve (CPV) and fuel system, a crankcase ventilation (PCV) system, a brake booster system, etc., or a combination thereof. An air filter (not shown) may be provided upstream of the throttle valve 90.

[0037] Typically, as shown in Figure 2, the intake manifold 138 is manufactured as separate parts, which are then assembled together. For example, Figure 2 shows... Figure 1An exploded view of an intake manifold system 138 according to an embodiment, used in conjunction with an engine. The intake manifold 138 is a modular system that allows for the variable positioning and assembly of various individual components of the intake manifold to form the manifold 138. This assembly requires the manufacture of individual parts, enabling the intake manifold 138 to be assembled in multiple configurations based on engine location and vehicle packaging considerations. Individual parts include a boost chamber body 150, an end plate 152 for surrounding the internal volume of the boost chamber body 150, an orifice 154 of the boost chamber body 150 for receiving a flow passage 156, and a throttle body connector 158.

[0038] However, other intake manifolds that have only one mounting location within the engine, such as intake manifold 138' depicted in Figure 3, are typically manufactured as several parts or sections, which are then assembled and secured using fasteners, adhesives, welding, or a combination thereof. Figure 3 depicts intake manifold 138' having several discrete sections, including a boost chamber 150 and individual components forming multiple flow channels 156 and flanges 160, which can be attached to the top 162 of the boost chamber 150 using fasteners 162. To further reinforce the boost chamber 150, ribs 164 are typically added to the outer portion of the boost chamber 150.

[0039] However, assembling the various parts to form a typical intake manifold is highly complex and time-consuming. To increase fuel efficiency, some parts can be made of lightweight materials such as composites and plastics. This can result in several connecting parts being made of different materials, which often presents challenges, especially when the connection is meant to be leak-proof. Assembly is time-consuming and increases cycle time. Furthermore, at least two components need to be connected at any given time, and necessary control checks are crucial to ensuring proper connection. Such checks are expensive and increase cycle time.

[0040] Furthermore, traditional manufacturing methods and the need to assemble individual parts impose limitations on the shapes of the individual components that can be manufactured. Therefore, the overall efficiency of the intake manifold may be limited, as a shape that is ideal from an airflow perspective may be impractical to manufacture due to cost, assembly, and time constraints.

[0041] Therefore, there will be a need to provide intake manifolds that offer reduced manufacturing complexity, increased efficiency, and reduced intake manifold production time and cost.

[0042] In one or more embodiments, an integral intake manifold 238 is disclosed that overcomes one or more disadvantages of the prior art listed above. For example, in Figure 4The integral intake manifold 238 depicted includes a booster chamber or booster chamber housing 250 having gas inlets 264 that gradually extend into a plurality of channels 256. The booster chamber 250 is hollow and provides internal volume for the intake air to be distributed to the engine via the channels 256. The size and shape of the booster chamber 250 can be designed to be in a partial vacuum during engine operation. The intake air may include fuel, ambient air, EGR gas, or a combination thereof.

[0043] In a non-limiting example, the boost chamber 250 may include additional features, such as a sensor mount for a sensor, such as an intake air temperature sensor, a pressure sensor, or a combination thereof. The boost chamber 250 may include attachment features 252 for connecting or supporting the intake manifold 238 to an engine, a vehicle, or both. Attachment features 252 may include flanges, orifices, etc., allowing the individual intake manifold 238 to be secured to the engine, the vehicle, or both.

[0044] In the prior art, pressurization chambers are typically "log"-shaped chamber bodies with highly regular widths of internal cavities and distances between their longest sides. The disclosed pressurization chamber 250, however, has a different shape defined by multiple channels 256. The pressurization chamber 250 includes partial walls 272 that form channels 256 extending from a common gas inlet 264. The partial walls 272 form an endoskeleton structure configured to support the intake manifold 250. The partial walls 272 separate the channels 256 from each other. The partial walls 272 can project from opposite faces of the pressurization chamber 250 into the chamber cavity, but do not cross from one face to the other without connecting opposite faces. Alternatively, the partial walls 272 can be formed on only one face of the pressurization chamber 250. The pressurization chamber 250 therefore does not have the characteristic of any ribs formed by the partial walls 272 that externally reinforce the pressurization chamber 250 as an endoskeleton.

[0045] Partial wall 272 may have a greater thickness / height than the remaining portion of pressurization chamber 250. Partial walls 272 may have different heights, such that at least one partial wall extends further into the cavity of pressurization chamber 250 than at least one other partial wall 272. The height of partial walls 272 is discussed below. Alternatively, all partial walls 272 may have the same height within the cavity of pressurization chamber 250.

[0046] The channel 256, divided by the partial wall 272, can be shaped in various ways. For example, the channel 256 can be straight, curved, or both. Based on the engine design, the channel 256 can have various lengths. The channel 256 can be tuned to utilize the Helmholtz resonance effect. Each channel 256 can be shaped differently, with different geometries to maximize the airflow into the engine. For example, at least one channel 256 can have different dimensions than the remaining channels 256. These dimensions can include length, curvature angle, and width. These dimensions can vary within the length of the channel 256. For example, the channel 256 can widen in the direction from the air inlet 264 toward the opening 254.

[0047] like Figure 5 and Figure 6 As shown, gas inlet 264 forms a first end of channel 256. Channel 256 has a second end 266 formed by an opening or orifice 254. Channel 256 can gradually transition into flow channel 268 via opening 254. The transition of channel 256 into flow channel ensures that there is no seal between pressurization chamber 250 and flow channel 268.

[0048] An orifice 254 is located at the end of each channel 256 opposite to the gas inlet 264. The orifice 254 can be arranged perpendicular to the inflow of air through the gas inlet 264. The opening 254 can be a bell-shaped opening. A bell-shaped opening 254 is a tapered opening, where the cone may resemble the shape of a bell. The bell-shaped opening 254 can be an enlarging or narrowing opening. The angle of the opening 254 can be 30°–60° or taper at 45°. The opening 254 gradually extends or leads into multiple channels 268. The transition from the channel 256 to the opening 254 and into the channel 268 can be smooth, without interruption in airflow, and can be a gentle curvature transition of the same material. The transition from the channel 256 to the opening may include a flange 282 and a notch 255. Figure 7 An example is depicted in the text.

[0049] The flow channel or duct 268 forms a converging inlet passage that guides intake air into the engine inlet or the intake manifold in the cylinder head. Figure 7 The cross-section of the flow channel or duct is depicted in the diagram. The flow channel 268 may have the same or different dimensions, shapes, or both. The flow channel 268 may have a circular, elliptical, or rectangular cross-section. The flow channel 268 may have the same cross-section as the opening 254. The flow channel 268 may narrow as gas flows through the outlet 270 into the engine. The flow channel 268 may have a uniform geometry, width, or both along its entire length. The incorporation of a bell-shaped opening 254 leading to the flow channel 268 can increase the efficiency of airflow through the intake manifold 238 to the engine.

[0050] The cross-sectional area of ​​the bell-shaped opening 254 can be larger than the cross-sectional area of ​​the flow channel 268. The cross-sectional area of ​​the bell-shaped opening 254 can be approximately twice the cross-sectional area of ​​the flow channel 268. The larger cross-sectional area of ​​the bell-shaped opening 254 allows for a lower air velocity entering the bell-shaped opening, thereby reducing noise, disturbance, pressure drop, etc., and gradually increasing to the desired design velocity of the flow channel 268.

[0051] The cross-section of the opening 254 can be rectangular, square, circular, elliptical, etc. The opening 254 may have a flange 282 around at least a portion of its periphery. The opening 254 may have a diameter that is the same as, smaller than, or larger than the diameter of the gas inlet 264.

[0052] Regarding channel 256, you can... Figure 6 As further seen, the individual channels 256 are divided from each other. This division can be provided by forming one or more regions of partial walls 272. The partial walls 272 can form protrusions extending toward the interior of the pressurization chamber 250 but not connecting to opposite faces of the pressurization chamber 250. The partial walls 272 can form transverse portions of each channel 256. The height of the partial walls 272 can vary. The partial walls 272 can have peaks 278 forming the highest portion of the dividing regions 272.

[0053] Channel 256 therefore contains a shallowest portion 274 with height h1, a middle portion 276 with height h2, and a peak 278 with height h3. h1 > h2 > h3. An additional protrusion with a height different from h1, h2, and h3 is expected in the partial wall 272.

[0054] The shallowest portion 274 of each channel 256 may have a different shape and area than the remaining channels 256. For example, a channel 256 leading to an opening 254 furthest from the air inlet 264 may include a shallowest portion 274 arranged as an extension region 275. This extension region 275 may be defined by a portion of the wall 272 between the adjacent channel 256 and the outer side 280 of the pressurization chamber 250. Another extension region defined by the portion of the wall 272 and the outer side of the pressurization chamber 280 may be included in a channel 256 adjacent to the gas inlet 264. The extension region 275 may have a width that increases in the direction from the air inlet 264 toward the orifice 254. The extension region 275 may extend over its entire length between the air inlet 264 and the opening 254. The width of the extension region 275 may vary over its entire length to accommodate an optimized airflow pattern. Different widths of the extension region allow for a uniform distribution of the intake air. For example, w3 > w1 > w2.

[0055] Compared to the extended region 275 of the outermost channel 256 and / or the channel adjacent to the gas inlet 264, the shallowest portion 274 of the remaining channel 256 may not extend from the gas inlet 264, but is instead confined within the middle portion 276 and peak 278 of the partial wall 272. Therefore, the inlet gas entering the booster chamber 250 via the gas inlet 264 primarily encounters the open extended region 275. Specifically, the extended region 275 in the channel 256 adjacent to the gas inlet 264 allows gas to be directed into the channel 256, which is typically difficult to supply gas to in prior art designs. This design thus allows for uniform distribution of intake air throughout the booster chamber 250 and the intake manifold 238, such that the gas flow from the gas inlet 264 flows uniformly through the channel 256, through the flow path 268, and through the outlet 270 toward the opening 254. This uniform distribution optimizes engine efficiency and performance.

[0056] like Figures 4 to 6 As depicted, the intake manifold 238 is formed as a single, integral part. This single part includes a booster chamber 250 having a passage 256 that gradually transitions into a flow channel 268. The single intake manifold 238 thus presents an article having a surface with a smooth profile throughout, providing a smooth transition from the gas inlet 264 to the passage outlet 270, resulting in uniform distribution of intake air to the engine, minimizing disturbances that support optimal atomization, and minimizing pressure drop. "Single" means that the entire intake manifold 238 is formed as a single part, such that the individual portions described above are formed as an integral part of the intake manifold 238 rather than separate parts assembled later into the intake manifold. The single intake manifold 238 therefore does not require a seal. For example, there is no seal between the booster chamber 250 and the flow channel 268.

[0057] The inner surface of the individual intake manifold 238 may be smooth, textured, rough, or a combination thereof. For example, at least a portion of the inner surface may be textured to induce a desired degree of disturbance within the intake manifold 238.

[0058] Compared to existing intake manifolds, the wall thickness of the intake manifold can be reduced. For example, a typical intake manifold has a wall thickness of approximately 3.5 mm to 4.5 mm, along with reinforcing ribs on the outer portion of the boost chamber, while the single intake manifold 238 disclosed herein can have a wall thickness of approximately 2 mm. Because of the portion of wall 272 configured to support the intake manifold 238, reinforcing ribs are not required.

[0059] exist Figure 8In another embodiment depicted, the individual intake manifold 238 further includes a gas inlet passage, a duct, or a gooseneck duct 284. The gooseneck duct 284 extends outward from the gas inlet 264. The gooseneck duct 284 gradually transitions into a passage 256, such that there is no seal between the pressurization chamber 250 and the gooseneck duct 284.

[0060] The gooseneck conduit 284 may have the same diameter as the gas inlet 264. The gooseneck conduit 284 may extend from the pressurization chamber 250 in the same or similar general direction as the flow channel 268, bend, or both. The gooseneck conduit 284 may have a consistent size, geometry, or both along its entire length. The gooseneck conduit 284 may have various shapes. For example, the gooseneck conduit 284 may be formed as a cylindrical tube. The gooseneck conduit 284 may form an elbow-shaped portion. The gooseneck conduit 284 may be straight or curved. The gooseneck conduit 284 may be hollow. The gooseneck conduit 284 may be partially perforated, perforated along its entire length, or unperforated. The gooseneck conduit 284 may have protrusions, ridges, or other internal textures for optimally guiding the gas flow from the first end 285, which defines the port, opening, or orifice, to the gas inlet 264 forming the second end. The gooseneck conduit 284 may have an internal or internal and external portion.

[0061] Gooseneck conduit 284 can also define various ports, supports, sensors, devices, or combinations thereof for connection to an engine, vehicle system, or both. Gooseneck conduit 284 can have a greater than Figure 8 The ports or sensors depicted may have more or fewer connections, and they can be arranged in various ways. For example, the gooseneck duct 284 may have a brake booster port, an exhaust gas recirculation (EGR) device, a connection port or bracket for a crankcase forced ventilation (PCV) device, a connection port or bracket for a filter canister flush valve (CPV) or system, a throttle body, or combinations thereof. The arrangement of the ports, brackets, sensors, and devices may be based on their size and packaging considerations, and may be on the internal or external portions of the gooseneck duct 284, or both.

[0062] The gooseneck conduit 284 can form a throttle body connector. The gooseneck conduit 284 can therefore form a component connecting the throttle body 286 to the boost chamber 250. Figure 9 The diagram depicts a non-limiting example of the component. The gooseneck 284 can thus provide a constrained and / or fluid passage for the intake air from the throttle body 286 to the boost chamber 250.

[0063] The throttle body 286 can be completely incorporated into the gooseneck duct 284. The throttle body 286 may include a shaft 288, a valve 290, an electronic throttle body, or a combination thereof. The shaft 288 may be integral with the single intake manifold 238, such that the shaft is formed as part of the intake manifold 238. The shaft 288 extends from a first side of the gooseneck duct 284 to a second side of the gooseneck duct 284. Alternatively, an orifice accommodating the shaft 288 may be formed in the gooseneck duct 284 to accommodate the shaft 288 and the blade or valve 290. The valve 290 may be a butterfly valve or a different type of valve. The shape and size (e.g., diameter) of the valve match the shape and size of the gooseneck duct 284.

[0064] Valve 290 can be configured to impede gas flow in gooseneck conduit 284 when needed. Valve 290 can move on shaft 288. Valve 290 can rotate about an axis formed by shaft 288. Valve 290 can be movable about shaft 288 in a manner that allows valve 290 to be oriented in multiple positions.

[0065] In the first position, valve 290 may have minimal contact with the side of gooseneck conduit 284. In this first position, gooseneck conduit 284 is open, allowing gas flow through it. In this first position, gas can flow freely from the first end 285 to the second end 264 of gooseneck conduit 284. The first position defines a fully open gooseneck conduit 284. In this first position, gas flow is minimally constrained.

[0066] In the second position, valve 290 contacts the gooseneck conduit 284 around its periphery. In this second position, gas flow is completely constrained, minimizing or eliminating gas flow when using intake manifold 238.

[0067] The third position is any position between the first position and the second position. During the third position, valve 290 contacts a portion of the side of gooseneck conduit 284, thereby partially restricting the gas flow through gooseneck conduit 284.

[0068] The throttle body 286 can be positioned anywhere within the gooseneck conduit 284. For example, the throttle body 286 can be positioned between the first end 285 of the gooseneck conduit 284 and the gas inlet 264 of the boost chamber 250. The throttle body 286 can be positioned adjacent to an opening 285 located on the side of the gooseneck conduit 284 opposite to the gas inlet 264.

[0069] The throttle body 286 can be positioned upstream of the boost chamber 250, EGR device 316, PCV device 300, fuel injector 292, or combinations thereof. Figure 9As can be seen, it is desirable to place the throttle body 286 near the fuel injector 292.

[0070] The fuel injector 292 may include a tapered tube or conduit 294 having a nozzle portion 296. The tube 294 may taper from a first end to the nozzle portion 296 at a second end. The fuel injector 292 extends from the outside of the gooseneck conduit to the inside of the gooseneck conduit. The tapered conduit 294, the nozzle 296, or both may protrude through an orifice into the gooseneck conduit 284.

[0071] A tapered conduit 294, nozzle 296, or both may protrude through an orifice into the gooseneck conduit 284. A fuel injector 292 may be disposed on a support portion 298 extending outward from the tubular portion of the gooseneck conduit 284 or from the outer layer of the gooseneck conduit 284. The support portion 298, fuel injector 292, or both may form an integral part of the gooseneck conduit 284. The support portion 298 may have any shape or configuration. For example, the support 298 may be generally triangular. The support 298 may have a shape with the same or similar profile as the fuel injector conduit 294. The support 298 may extend the entire or part of the length of the fuel injector 292 portion positioned on the outside of the gooseneck conduit 284.

[0072] Nozzle 296 can be configured to inject fuel into gooseneck conduit 284. Nozzle 296 can therefore be arranged facing valve 290 of throttle body 286. The fuel injection can be provided via a tip having multiple orifices to spray gas into gooseneck conduit 284. Figure 10 As can be further seen, the nozzle portion 296 having its tip may include a plurality of openings 298 from which fuel is injected. The openings 298 may have the same or different sizes. The openings 298 may be arranged symmetrically or asymmetrically.

[0073] Nozzle 286 can be connected to one or more sensors that assist in fuel injection regulation. For example, one or more sensors can assist in the coordination of fuel injector 292 with throttle body valve 290, such that valve 290 is oriented to impede gas flow when fuel injector 292 releases fuel into gooseneck passage 284, valve 290 can be in a second position.

[0074] exist Figure 8 and Figure 9As can be further seen, the gooseneck duct 284 can accommodate the PCV device 300. A typical PCV system includes an inlet port located downstream of the throttle body. This inlet port is typically a single, machined hole through the metal or composite material of the intake manifold. The inlet port therefore typically has a sharp edge, where the machining penetrates into the air path. When the system effectively draws a vacuum to ventilate the crankcase, all airflow is drawn from this single port. However, drawing air from a single, relatively small, concentrated source can cause interference with airflow in that particular area. To compensate for this interference, the PCV 300 is disclosed.

[0075] The PCV device 300 can be positioned on the outer portion of the gooseneck duct 284. The PCV device 300 can extend from the outer layer of the gooseneck duct 284 to the outside of the gooseneck duct 284. The PCV device 300 may include a housing 302, a channel 304 with a port 306, and a splitter 308. The housing 302 can be formed in the outer layer of the gooseneck duct 284. The housing 302 can be shaped like a rectangle or a square. The housing 302 can be elongated. The housing 302 can be hollow, including a hollow internal cross-section. The housing 302 may include one or more openings, ports, orifices, or apertures 310. The apertures 310 protrude from the interior of the housing 302 into the interior portion of the gooseneck duct 284. The apertures 310 can be angled and configured to supply gas to / from the crankcase while minimizing airflow disturbance in the gooseneck duct 284.

[0076] The apertures 310 can be shaped and spaced in a symmetrical, asymmetrical, regular, or irregular manner. The apertures 310 can have the same or different shapes. For example, the apertures 310 can be circular, elliptical, elongated, square, rectangular, or multi-angled. Figure 11 and Figure 12 As shown, housing 302 may include a plurality of first apertures 310' having a circular cross-section, and another number of second apertures 310' configured as elongated slots. The apertures together assist in optimal airflow.

[0077] To further facilitate optimal airflow to / from the crankcase while preventing interference with airflow in the gooseneck duct 284, the PCV device 300 includes a channel 304 with a port 306 and a splitter 308 positioned within the channel 304. The channel 304 may project from the center portion of the housing 302 and extend toward the air supply to the crankcase. The channel 304 may have a constant diameter. Alternatively, the channel 304 may be tapered. The channel 304 includes a port or outlet orifice 306.

[0078] The PCV device includes a diverter 308. The diverter 308 is positioned within a channel 304 and extends toward an aperture 310 in a housing 302. Alternatively, the diverter 308 is arranged within the housing 302 and extends toward a port 306 into the channel 304. The diverter 308 can have any shape. The diverter 308 can be a plate. The diverter 312 can be generally flat. The plate can be shaped like a tongue or blade, having a tapered first end 312 and a second end forming a bifurcated end 314. The bifurcated end 314 can have a dimension equal to, smaller than, or larger than the diameter of the channel 304.

[0079] PCV device 300, or a portion thereof (e.g., housing 302 and orifice 310), may be formed as an integral part of intake manifold 238. Splitter 308 may be formed as an integral part of intake manifold 238, or may be formed separately and inserted into passage 304.

[0080] In an alternative implementation, the individual intake manifold 238 may include an EGR device 316. The EGR device 316 functions as a nitrogen oxide reduction device, enabling a portion of the engine exhaust to be recirculated back into the engine cylinders. Enriching the airflow through the intake manifold 238 with unburnable gases that act as an absorbent for combustion heat reduces peak temperatures in the cylinders.

[0081] A typical EGR inlet port is located downstream of the throttle body within the intake manifold inlet. This port, like the PCV inlet port, is typically machined to have sharp edges. Therefore, when the EGR system is active, exhaust gas is introduced into the intake manifold flow through this port, which can potentially disrupt the gas flow. Additionally, due to this single port, mixing of exhaust gas with the gas already present inside the gooseneck duct 284 is minimal.

[0082] To improve the mixing of exhaust gas with the gases present inside the gooseneck pipe 284, as well as overall performance and engine efficiency, an EGR device 316 is disclosed. Figure 9 , Figure 11 and Figure 13The EGR device 316 depicted includes a tube 318 adjacent to and / or extending outward from the outer portion of the gooseneck conduit 284. The tube 318 has a helical shape. The tube 318 may have a shape other than a helix. The tube 318 may have a generally circular, elliptical, rectangular, square, regular, or irregular cross-section. The tube 318 is hollow to allow exhaust gas to flow through it. The tube 318 may have a uniform or non-uniform diameter. The tube 318 may have a uniform dimension throughout its length. The tube 318 may be wound around a portion of the gooseneck conduit 284. The number of helical windings may be 1, 2, 3, 4, 5, 6, 7, 8, 9, 10, or more.

[0083] The tube 318 includes one or more orifices 320 connecting the tube 318 to the internal portion of the gooseneck conduit 284. The orifices 320 may be elongated slits. Alternatively, or additionally, orifices 320 of different shapes may be present, including, for example, circular, square, elliptical, or combinations thereof. The orifices 320 may be distributed along the length of the tube 318 in a regular or irregular manner. The orifices 320 allow for the dispersion of exhaust gas along the length of the tube 318, resulting in a smoother and more efficient mixing of exhaust gas and gas within the gooseneck conduit 284.

[0084] In at least one embodiment, the EGR device 316 may be positioned adjacent to the PCV device 300 or the housing 302. Both the EGR device 316 and the PCV device 300 may be positioned downstream of the throttle body 286. The PCV device 300 may be positioned adjacent to two coiled sections or windings of the EGR pipe 318.

[0085] This document also discloses a method for forming the intake manifold 238. The enabler for producing the disclosed intake manifold, having the unique structural features depicted in the figures and described above, can be additive manufacturing. Additive manufacturing processes involve techniques for constructing 3-D objects by adding layers onto material layers. The material can be plastic, metal, concrete, etc. Additive manufacturing includes several techniques such as 3-D printing, rapid prototyping, direct manufacturing, layered manufacturing, additive manufacturing, reduction photopolymerization including stereolithography (SLA) and digital light processing (DLP), material jetting, binder jetting, material extrusion, powder layer fusion, sheet stacking, guided energy deposition, etc.

[0086] Early additive manufacturing focused on pre-production visualization models and manufacturing prototypes. The quality of the manufactured parts determined their intended use, and vice versa. Early products created through additive manufacturing were generally not designed to withstand long-term use. Additive manufacturing equipment was still expensive, and speed was a barrier to its widespread use in high-volume applications. However, recently, additive manufacturing processes have become faster and cheaper. Additive manufacturing technology has also improved the quality of the manufactured products.

[0087] The disclosed intake manifold 238 can be produced using any additive manufacturing technique, as additive manufacturing techniques operate based on similar principles. The method may include using a computer, 3D modeling software (computer-aided design or CAD), and a machine capable of applying material to produce a layered intake manifold and layered material. An exemplary method may also include generating a virtual design of the intake manifold in a CAD file using a 3D modeling program or, in the case of using a 3D scanner, for example, to form a 3D digital copy of the intake manifold from an already produced intake manifold. The method may include slicing a digital file, where each slice contains data, allowing the intake manifold to be formed layer by layer. The method may include reading each slice by a machine applying layered material. The method may include adding successive layers of layered material in the form of liquid, powder, or sheet, and forming the intake manifold while bonding each layer to the next, such that discontinuously applied layers have virtually no visually discernible markings. The layer forms the three-dimensional solid intake manifold described above, the intake manifold having a booster chamber housing with a gas inlet, the housing including a plurality of flow channels, each flow channel ending at an opening leading to a gas distribution channel having a gas outlet at its opposite end, such that the additive manufacturing process forms a single, integral part. The method may also include adding additional features as integral parts of the intake manifold 238 through additive manufacturing, such as an EGR device 316, a PCV device 300, a fuel injector 292, a throttle body 286, etc., or at least a portion thereof. The materials used may be metals, plastics, composite materials, etc., or combinations thereof.

[0088] The added-manufacturing intake manifold 238 may require one or more post-processing steps to produce the final 3D object, such as stabilization. Stabilization involves adjusting, modifying, enhancing, altering, fixing, maintaining, retaining, balancing, or changing one or more properties of the added-manufacturing intake manifold so that the resulting intake manifold meets predetermined standards.

[0089] A stable intake manifold will continue to meet various standards for hours, days, weeks, months, years, and / or decades after manufacture. Properties to be changed may involve physical, chemical, optical, and / or mechanical properties. These properties may include dimensional stability, functionality, durability, abrasion resistance, fade resistance, chemical resistance, water resistance, UV resistance, heat resistance, memory retention, desired gloss, color, mechanical properties such as toughness, strength, flexibility, elongation, etc., or combinations thereof.

[0090] The added manufacturing process enables the creation of complex shapes, wavy shapes, smooth contours, and gradual transitions between adjacent sections or portions of the individual intake manifold, resulting in a more uniform airflow distribution to the engine. The intake manifold 238 formed by the method described above can be manufactured without any fasteners, adhesives, or other types of connections typical of conventional intake manifold manufacturing.

[0091] While exemplary embodiments have been described above, it is not intended that these embodiments describe all possible forms of this disclosure. Rather, the language used in this specification is descriptive rather than limiting, and it should be understood that various changes may be made without departing from the spirit and scope of this disclosure. Furthermore, features of various embodiments may be combined to form other embodiments of this disclosure.

[0092] According to the present invention, an engine component is provided, the engine component having: an intake manifold having layered layers, the intake manifold defining: a plurality of flow channels, each flow channel having a gas outlet leading to a cylinder head; and a boost chamber including a partial wall forming a passage, the passages sharing a common gas inlet extending into a gooseneck pipe, the gooseneck pipe having a throttle body merged therewith, such that the gooseneck pipe transforms into the passage and flow channel without having a seal.

[0093] According to the implementation scheme, the throttle body includes a shaft integrated into the gooseneck pipe and a valve configured to impede the flow of gas in the gooseneck pipe.

[0094] According to the implementation plan, the shaft extends from the first side of the gooseneck pipe to the second side of the gooseneck pipe.

[0095] According to the implementation scheme, the throttle body is positioned adjacent to an opening located on the side of the gooseneck pipe opposite to the gas inlet.

[0096] According to the implementation plan, the throttle body is completely incorporated into the gooseneck pipe.

[0097] According to the implementation plan, the partial wall formation is configured as an endoskeleton structure to support the intake manifold.

[0098] According to the implementation plan, the portion of the wall protrudes inward from the opposite side of the pressurization chamber.

[0099] According to the implementation scheme, the portion of the wall has a greater thickness than the remaining portion of the pressurization chamber.

[0100] According to the present invention, an engine system is provided, the engine system comprising: a cylinder head; and a layered material defining an intake manifold having a plurality of flow channels each including a gas outlet communicating with the cylinder head, and a booster chamber including an endoskeleton support structure forming a channel extending from a common gas inlet, the gas inlet extending outward into a gooseneck pipe having a combined fuel injector and gradually transitioning into the channel and flow channels, such that there is no seal between the gooseneck pipe, the booster chamber, and the flow channels.

[0101] According to the implementation scheme, the fuel injector includes a tube that tapers from a first end to a nozzle portion at a second end.

[0102] According to the implementation scheme, the gooseneck conduit includes a portion of increased thickness arranged for a support member for the fuel injector, the support member extending outward from the outer layer of the gooseneck conduit.

[0103] According to the implementation plan, the fuel injector extends from the outside of the gooseneck pipe to the inside of the gooseneck pipe.

[0104] According to the implementation scheme, the nozzle portion protrudes from the outside of the gooseneck conduit into the interior of the gooseneck conduit to closely approach the opening of the gooseneck conduit.

[0105] According to the implementation scheme, the nozzle portion includes a plurality of orifices for spraying gas onto the top of the gooseneck conduit.

[0106] According to the implementation scheme, the invention is further characterized by a throttle body positioned in the cavity of the gooseneck pipe.

[0107] According to the implementation scheme, the throttle body and the fuel injector are adjacent to each other, such that the nozzle portion is configured to inject fuel toward the valve of the throttle body to prevent gas from entering the gooseneck pipe.

[0108] According to the present invention, a method includes: adding a layer of material that forms a defining intake manifold of an internal combustion engine, the intake manifold having: a plurality of flow channels, each flow channel including a gas outlet leading to a cylinder head; and a boost chamber including a partial wall forming a passage, the passages sharing a common gas inlet extending outward into a gooseneck pipe, the gooseneck pipe having a fuel injector, a throttle body, or both therewith merged therein, the gooseneck pipe being converted into the passages and flow channels such that there is no seal between the gooseneck pipe, the boost chamber, and the flow channels, and the partial wall forming an endoskeleton structure configured to support the intake manifold.

[0109] According to the embodiments, the invention is further characterized in that a support for the fuel injector is formed in the outer layer of the gooseneck pipe.

[0110] According to the implementation scheme, the forming includes shaping the fuel injector into a tube that is partially positioned outside the gooseneck pipe and protrudes into the interior of the gooseneck pipe.

[0111] According to the implementation scheme, the forming includes forming a fuel injector tip comprising a plurality of orifices.

Claims

1. An engine component, comprising: an intake manifold having layers defining: a plurality of runners, each runner having a gas outlet to a cylinder head; and a plenum comprising partial walls forming channels that share a common gas inlet that extends into a goose neck conduit having a throttle body incorporated therewith such that the goose neck conduit transitions into the channels and runners without a seal, wherein the intake manifold is formed as a monolithic unitary part, wherein the throttle body comprises a shaft incorporated into the goose neck conduit and a valve configured to impede gas flow in the goose neck conduit, wherein the shaft extends from a first side of the goose neck conduit to a second side of the goose neck conduit, and wherein: the channels comprise a first channel to a gas outlet furthest from the gas inlet, a second channel to a gas outlet closest to the gas inlet, and one or more intermediate channels between the first channel and the second channel, the first channel and the second channel each contain a shallowest portion having a first height, an intermediate portion having a second height, and a peak having a third height, wherein the intermediate portion and the peak are formed by the partial walls, and the first height is greater than the second height, the second height is greater than the third height.

2. The engine component of claim 1, wherein the throttle body is positioned adjacent to an opening positioned on an opposite side of the goose neck conduit from the gas inlet.

3. The engine component of claim 1, wherein the partial walls form an internal skeletal structure configured to support the intake manifold.

4. The engine component of claim 1, wherein the partial walls protrude inwardly from opposite faces of the plenum.

5. The engine component of claim 1, wherein the partial walls have a greater thickness than a remaining portion of the plenum.

6. An engine system, comprising: a cylinder head; and a layered material defining an intake manifold having a plurality of runners, each runner comprising a gas outlet in communication with the cylinder head, and a plenum comprising an internal skeletal support structure forming channels that stretch from a common gas inlet that extends outwardly into a goose neck conduit having a fuel injector incorporated and gradually transitioning into the channels and the runners such that there is no seal between the goose neck conduit, the plenum, and the runners, wherein the intake manifold is formed as a monolithic unitary part, wherein the fuel injector comprises a tube that tapers from a first end into a nozzle portion at a second end as part of the monolithic unitary part, and wherein: the channels comprise a first channel to a gas outlet furthest from the gas inlet, a second channel to a gas outlet closest to the gas inlet, and one or more intermediate channels between the first channel and the second channel, the first channel and the second channel each contain a shallowest portion having a first height, an intermediate portion having a second height, and a peak having a third height, wherein the intermediate portion and the peak are formed by the partial walls, and the first height is greater than the second height, the second height is greater than the third height. The first and second channels each contain a shallowest portion having a first height, an intermediate portion having a second height, and a peak having a third height, wherein the intermediate portion and the peak are formed by the internal skeletal support structure, and the first height is greater than the second height, which is greater than the third height.

7. The engine system of claim 6, wherein the goose neck conduit includes a portion of increased thickness arranged for a support of the fuel injector, the support extending outwardly from an outer layer of the goose neck conduit.

8. The engine system of claim 6, wherein the fuel injector extends from outside the goose neck conduit to inside the goose neck conduit.

9. The engine system of claim 6, wherein the nozzle portion protrudes from outside the goose neck conduit into inside the goose neck conduit in close proximity to an opening of the goose neck conduit.

10. The engine system of claim 6, wherein the throttle body and the fuel injector are adjacent to each other such that the nozzle portion is configured to inject fuel toward a valve of the throttle body to prevent gas from entering the goose neck conduit.

11. A method of manufacturing an internal combustion engine intake manifold, the method comprising: forming, by additive manufacturing, layers of material bounding an internal combustion engine intake manifold having: a plurality of runners, each runner including a gas outlet to a cylinder head; and a plenum including a partial wall forming a channel, the channel sharing a common gas inlet extending outwardly into a goose neck conduit, the goose neck conduit having a fuel injector, a throttle body, or both incorporated therewith, the goose neck conduit transitioning to the channel and the runners such that there is no seal between the goose neck conduit, the plenum, and the runners, and the partial wall forms an internal skeletal structure configured to support the intake manifold, wherein the intake manifold is formed as a monolithic integral part, and wherein: the channel includes a first channel to a gas outlet furthest from the gas inlet, a second channel to a gas outlet closest to the gas inlet, and one or more intermediate channels between the first and second channels, the first and second channels each contain a shallowest portion having a first height, an intermediate portion having a second height, and a peak having a third height, wherein the intermediate portion and the peak are formed by the partial wall, and the first height is greater than the second height, which is greater than the third height.

12. The method of claim 11, further comprising forming a support for the fuel injector in an outer layer of the goose neck conduit.

13. The method of claim 11 or 12, wherein the forming includes molding the fuel injector as a tube positioned partially in the goose neck conduit exterior and protruding into the goose neck conduit interior.

Images