In a marine conversion of a “Duramax” V8 diesel engine, each bank of cylinders has a jacketed exhaust manifold including a solid elongated casting including coolant galleries and a central exhaust duct. Recirculating coolant cools each cylinder then enters the exhaust manifold through separate apert
In a marine conversion of a “Duramax” V8 diesel engine, each bank of cylinders has a jacketed exhaust manifold including a solid elongated casting including coolant galleries and a central exhaust duct. Recirculating coolant cools each cylinder then enters the exhaust manifold through separate apertures aligned with openings made by removal of a frost plug. Each manifold coolant aperture has a controlled diameter, ensuring most of the coolant passes along the length of the engine then along the manifold yet enough coolant cools each cylinder. The coolant then traverses and cools a manifold extension and a turbocharger.
대표청구항▼
1. An internal combustion engine having a front and a rear and converted for marine use, including a turbocharger driven when in use by exhaust gas pressure for compressing aspired air, the engine being internally cooled by a first internal closed coolant circuit with flow caused by a first pump and
1. An internal combustion engine having a front and a rear and converted for marine use, including a turbocharger driven when in use by exhaust gas pressure for compressing aspired air, the engine being internally cooled by a first internal closed coolant circuit with flow caused by a first pump and connected through one or more non-mingling heat exchangers to a flow of raw water caused to flow by a second pump in a second, open circuit; the engine having at least one bank of combustion chambers, each chamber having a corresponding exhaust port brought to a manifold face of an engine head, wherein (a) one exhaust manifold for each bank of combustion chambers is formed from a solid thermally conductive mass having a thick wall surrounding a duct when in use of carrying hot exhaust gases from the exhaust ports; the wall being sufficiently thick to include a plurality of internal conduits or galleries; the exhaust manifold having a closed end and an open end;(b) coolant apertures are formed through the manifold face of the engine, each aperture creating an opening into an internal coolant gallery surrounding a corresponding combustion chamber;(c) the manifold surface along one side of the exhaust manifold includes a series of exhaust channels each aligned with one of the exhaust ports of the bank and leading into duct, and includes a series of coolant channels with a first coolant channel nearest the front, and remaining coolant channels nearest the rear, each coolant channel connecting a corresponding one of coolant apertures into the plurality of internal conduits or galleries of the exhaust manifold, wherein said coolant channels thereby include the exhaust manifold within the closed coolant circuit and when in use limit a temperature of the exhaust manifold by removing heat into the coolant;(d) the exhaust manifold further including at least one outlet at the open end for coolant and an outlet for exhaust gases; said outlets being aligned with corresponding inlets of an exhaust manifold extension serving to separately carry the coolant as and gas outflow as from the exhaust manifold to at least one turbocharger;(e) wherein each coolant channel is provided with a predetermined resistance to flow of coolant therethrough such that the first coolant channel provides a path of least resistance for coolant flow within the engine and the manifold; said path traversing the interior of the engine from a rear inlet to the front, through the aperture and the coolant channel and then traversing the length of the exhaust manifold towards the open end thereby when in use limiting the maximum temperature of the exterior of the manifold to an amount compatible with use in a marine inboard engine installation yet maintaining a flow of coolant throughout the engine. 2. An internal combustion engine as claimed in claim 1, wherein the remaining coolant channels are each provided with a predetermined resistance to flow greater than that of channel, sufficient to ensure, when in use, at least a sufficient flow of coolant for maintenance of cooling of each chamber of the engine while ensuring that a substantial proportion of coolant traverses the length of the engine from rear to front and then traverses the length of the exhaust manifold from front to rear. 3. An internal combustion engine as claimed in claim 1, wherein the manifold extension includes an inlet physically aligned with a corresponding exhaust gas outlet from the exhaust manifold to an internal exhaust gas duct surrounded by at least one coolant gallery having at least one inlet physically aligned with a corresponding coolant outlet from the exhaust manifold; said duct and galleries serving, when in use, to carry the coolant and gas outflows of the exhaust manifold to at least one turbocharger while flowing coolant serves to limit the maximum external temperature of the manifold extension. 4. An internal combustion engine as claimed in claim 1, wherein the turbocharger has a thermally conductive exterior including at least one gallery for coolant having an input physically aligned with a corresponding outlet for coolant from the manifold extension; thereby limiting the temperature of the turbocharger so as to be compatible with use in a marine inboard engine. 5. An internal combustion engine for inboard marine use as claimed in claim 1, wherein the recirculating coolant is always contained within a range of structures including pump bodies, heat exchangers, rigid pipes, ducts and channels, the range of structures substantially excluding pipes having non-metallic resilient walls. 6. An internal combustion engine for inboard marine use as claimed in claim 1, wherein the oil cooler includes pressure relief means comprising a valve openable in an event of a pressure differential arising within the oil cooler between an oil input and an oil output pipe; the valve being connected between the oil input and the oil output. 7. An internal combustion engine as claimed in claim 1, wherein the predetermined resistance to flow at each channel formed through the manifold face of the exhaust manifold is determined by making a circular hole of a specified diameter into an adjacent gallery within the exhaust manifold. 8. An internal combustion engine as claimed in claim 7, wherein the total area of the holes receiving coolant from the engine into the exhaust manifold is determined in proportion to the power rating of the engine. 9. An internal combustion engine as claimed in claim 8, wherein the total area of the holes receiving coolant from the engine into one exhaust manifold is set at from 415 to 490 square millimeters, according to the expected power output and efficiency, when in use in a marine application, of a 6.6 Liter V-8 8 cylinder engine.
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이 특허에 인용된 특허 (5)
Jarzombek, Joyce Ann; Emery, James M.; Cierpial, Philip Damian; Host, Ray; Ladner, Eric Garner; Wade, Robert Andrew; Khalil, Emad, Heat recovery system for a vehicle.
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