Inboard Exhaust Runner Layout for V-Type Turbocharged Engine
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Solution Overview
Problem
Conventional outboard exhaust manifolds in V-type turbocharged engines increase package size and underhood temperatures due to longer exhaust runners, which affects turbocharger efficiency and catalytic converter light-off times, while inboard exhaust configurations face challenges with heat management and coolant flow around pushrods and cylinder head bolts.
Innovation Solution
A V-type internal combustion engine design with inboard exhaust runners positioned rearward of cylinder heads, allowing turbochargers and fuel pumps to be placed in the valley, reducing exhaust-turbocharger connection length and improving heat conservation, with integrated intake and exhaust manifolds and a camshaft within the engine block actuating valves via pushrods.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Length of stationary object
If conventional outboard exhaust manifolds are used, then exhaust can be routed away from the valley, but exhaust runner length increases resulting in larger package size and increased heat rejection
Solution Approach 1:
The patent inverts the conventional exhaust routing approach by routing exhaust inboard toward the valley instead of outboard away from it. The exhaust ports are directed inboard and exhaust runners are positioned to exit on the inboard side of the cylinder head, reversing the traditional layout to achieve shorter runners and compact packaging.
Solution Approach 2:
The patent repositions exhaust runners in the longitudinal dimension by placing them rearward of the cylinder head relative to the cylinders. This dimensional rearrangement allows exhaust manifolds to be located in the valley between cylinder banks, reducing the length of exhaust-turbocharger connections and improving heat conservation.
2Length of stationary object
If exhaust ports are directed inboard toward the valley, then exhaust runner length is reduced, but routing around pushrods and cylinder head bolts becomes necessary
Solution Approach 1:
The patent performs preliminary action by positioning the exhaust ports and runners during the cylinder head design phase to anticipate and avoid interference with pushrods and cylinder head bolts. The exhaust runners are positioned rearward of the cylinder head, and the intake plenum is positioned forward, pre-establishing clear pathways that eliminate the need for complex routing around valvetrain components.
Solution Approach 2:
The patent segments the cylinder head into distinct functional zones: the forward portion contains the integrated intake plenum and pushrod areas, while the rearward portion contains the exhaust runners and exits. This spatial segmentation separates exhaust routing from valvetrain components, simplifying the overall design.
3Length of stationary object
If exhaust is routed inboard with increased heat in the valley, then exhaust runner length is reduced, but challenges arise with water jacket configuration for sufficient coolant flow
Solution Approach 1:
The patent applies local quality by providing enhanced cooling specifically in the high-heat valley region where exhaust manifolds and turbochargers are located. The water jacket configuration is optimized with increased coolant flow capacity in the valley area to locally manage the concentrated heat from inboard exhaust routing, while other regions of the engine maintain standard cooling designs.
4Length of stationary object
If exhaust manifolds are located in the valley with turbochargers, then exhaust-turbocharger connection length is reduced, but heat management challenges increase
Solution Approach 1:
The patent converts the potential harm of concentrated heat in the valley into a benefit by strategically locating exhaust manifolds and turbochargers in close proximity. The reduced connection length minimizes heat loss to the environment, and the retained heat is utilized more effectively by the turbocharger for improved efficiency and transient response, while downstream emission control devices benefit from higher temperatures for faster catalyst light-off.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces heat loss, enhances turbocharger efficiency, improves transient response, and aids catalyst light-off and start-up performance, while minimizing heat transfer to peripherals, leading to better fuel economy and reduced emissions.
Implementation Method 1
reduces the length of the exhaust runners, which increases heat provided to the turbocharger(s) improving operation efficiency and transient response
Implementation Method 2
the configuration of the water jacket for sufficient coolant flow to prevent oil coking and/or warping or cracking of the cylinder heads
Data Source
AI summary
A multiple cylinder internal combustion engine having an engine block with first and second cylinder banks arranged at an angle and longitudinally offset relative to one another and a camshaft disposed within the engine block for actuating valves associated with each cylinder includes first and second cylinder heads associated with the first and second cylinder banks and having an intake runner for each cylinder with an entrance disposed on an outward side, and an exhaust runner for each cylinder exiting the cylinder head on an inward side of the cylinder head generally rearward of an associated cylinder to facilitate positioning of one or more turbochargers and a fuel pump in the valley generally between the cylinder heads with the fuel pump disposed forward of the exhaust runner exits and associated exhaust manifolds while accommodating four valves per cylinder actuated by four pushrods extending through the cylinder heads forward of corresponding exhaust runner exits.