EP1680579A1 - An internal combustion engine exhaust component and a method of making an internal combustion engine exhaust component - Google Patents

An internal combustion engine exhaust component and a method of making an internal combustion engine exhaust component

Info

Publication number
EP1680579A1
EP1680579A1 EP04790348A EP04790348A EP1680579A1 EP 1680579 A1 EP1680579 A1 EP 1680579A1 EP 04790348 A EP04790348 A EP 04790348A EP 04790348 A EP04790348 A EP 04790348A EP 1680579 A1 EP1680579 A1 EP 1680579A1
Authority
EP
European Patent Office
Prior art keywords
shell
combustion engine
internal combustion
exhaust component
engine exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP04790348A
Other languages
German (de)
French (fr)
Inventor
Alfredo L. Napal
Jose L. M. Baigorri
Luis M. Unamuno
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Faurecia Emissions Control Technologies Pamplona SL
Original Assignee
ArvinMeritor Emissions Technologies SA
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by ArvinMeritor Emissions Technologies SA filed Critical ArvinMeritor Emissions Technologies SA
Publication of EP1680579A1 publication Critical patent/EP1680579A1/en
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
    • F01N3/005—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for draining or otherwise eliminating condensates or moisture accumulating in the apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/003—Silencing apparatus characterised by method of silencing by using dead chambers communicating with gas flow passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
    • F01N1/00—Silencing apparatus characterised by method of silencing
    • F01N1/02—Silencing apparatus characterised by method of silencing by using resonance
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies

Definitions

  • This invention relates to an internal combustion engine exhaust component and particularly, but not exclusively limited to, the rear box of an internal combustion engine exhaust and to a method of making such an internal combustion engine exhaust component.
  • Components for internal combustion engine exhaust systems are designed to withstand extremely harsh conditions and to retain their integrity over a substantial period of time.
  • most exhaust systems are guaranteed, normally for a period of three years and during that time the material from which the exhaust system is constructed must withstand extremes of temperature, external environmental conditions such as water, dust and salt and must also be able to withstand the contents of the exhaust gases expelled from the internal combustion engine.
  • the exhaust components must withstand, internally, gas at very high temperatures, unburnt fuel, particulates carried in the gas and condensates, in particular condensates produced as a by-product of the catalytic processes now generally required of exhausts to meet environmental regulatory standards.
  • the rear box of internal combustion engine exhausts receives a combination of gas, particulate and condensates.
  • the condensates are corrosive. Accordingly, it is known to provide condensate evacuation devices to remove condensate from the rear box so as to prevent the condensate from building up and corroding the rear box from the inside out. Also, it is known to apply an anticorrosive lining to the interior of the rear box.
  • the anticorrosive lining material is relative expensive compared to the material use for the remainder of the exhaust system.
  • an internal combustion engine exhaust component comprising a shell having outer and inner surfaces and defining a chamber, the inner surface of the shell having a first part susceptible to exhaust condensate contact and a second part not susceptible to exhaust condensate contact, a lining being applied over the first part only so as to protect the first part from exhaust condensate contact.
  • the material cost for the exhaust component is substantially reduced without effecting the life and/or performance of the component. Incidentally, a small weight reduction is also achieved.
  • the shell is preferably made from a material which is thicker than the chamber lining.
  • the shell is preferably 0.8mm thick and most preferably conveyed from DIN 1.4512.
  • the chamber lining is preferably 0.5mm thick and most preferably made from DIN 1.4113.
  • the lining may be applied to the inner wall of the outer shell by a variety of means but most preferably by spot welding.
  • the chamber lining preferably covers approximately one-third to one-half of the surface area of the inner wall of the outer shell.
  • an internal combustion engine exhaust component comprising a shell having outer and inner surfaces and defining a chamber and a lining applied over one-third to one-half of the surface area of the inner surface of the shell.
  • a method of making an internal combustion engine exhaust component comprising the steps of providing a shell having outer and inner surfaces and defining a chamber, determining the parts of the inner surface of the shell which will be contacted by condensates when in operation and applying a lining to those parts of the shell.
  • the method preferably comprises the step of providing the shell as a substantially flat sheet of material, applying the lining to the shell and then forming the shell into the shape of the exhaust component.
  • the lining is preferably applied by spot welding the lining to the shell.
  • Fig.1 is a side sectional view of an internal combustion engine exhaust component in accordance with the invention
  • Fig.2 is a sectional view taken on line II-II in Fig.l
  • Fig.3 is an enlarged sectional view of the part of the exhaust component of Fig.2 circled and indicated at III
  • Fig.4 is an enlarged sectional view of part of the exhaust component of Fig.2 circled and indicated at IV.
  • an exhaust component 10 in particular a rear box of an internal combustion engine exhaust, comprises a cylindrical shell 12 with an input end cap 14 and an output end cap 16.
  • the shell 12 and end caps 14, 16 define a chamber 18.
  • Two circular baffl.es 20, 22 are arranged within the chamber 18 spaced apart from one another.
  • the first baffle 20 is arranged towards the input end cap 14 and the second baffle 22 is arranged towards the output end cap 16.
  • the chamber 16 is thus subdivided into first, second and third sub-chambers 18a, b, c, the first sub-chamber 18a being defined between the input end cap 14 and the first baffle 20, the second sub-chamber 18b being defined between the first baffle 20 and the second baffle 22 and the third chamber being defined between the second baffle 22 and the output end cap 16.
  • An input pipe 24 extends through an aperture 26 in the input end cap 14, through an aperture 28 in the first baffle 20 and through an aperture 30 in the second baffle 22.
  • the input pipe 24 is received with an interference fit through the apertures 28, 30.
  • the input pipe 24 has a plurality of perforations 32 formed in its wall in the region of the pipe between the first and second baffle 20, 22.
  • An output pipe 34 extends from the subchamber 18a through apertures 36, 38 in the first and second baffles 20, 22 respectively and through an aperture 40 in the output end cap 16.
  • the outlet pipe 34 is received with an interference fit by the apertures 36, 38.
  • the component 10 when installed on a vehicle the component 10 is arranged such that the input pipe 24 is above the output pipe 34.
  • the baffles 20, 22 each have a port 42, 44 respectively formed at the outer edge thereof beneath the output pipe 34.
  • Fig.2 illustrates the condensates at reference numeral 46.
  • condensate evacuation devices it is known to use condensate evacuation devices to evacuate the condensate from the rear box.
  • the condensate evacuation devices will only allow a certain amount of condensate to remain in the rear box before the condensate is evacuated.
  • the maximum level of condensate 46 is known for each such component, hi Fig.2 the maximum level of condensate is indicated by the depth D.
  • the exhaust component 10 is arranged on a vehicle it is subjected to acceleration forces due for example to the exhaust system vibrating or to the motion of the vehicle to which the exhaust system is connected.
  • a lining 48 is applied to the inner surface of the shell 12 in the region between the lines A and B. The lining is more clearly illustrated in Fig.3.
  • the shell 12 would be made from DIN 1.4512 with a thickness of 0.8mm and the lining 48 applied to the area between the lines A and B will comprise material DIN 1.4113 of 0.5mm thickness.
  • the lining 48 is applied to the relevant surface of the shell 12 by spot welding.
  • the lining will be applied to the shell when the shell is arranged as a flat sheet and the shell will then subsequently be bent around the baffles 28, 30 and the shell 12 will be crimped to secure the shell 12 relative to the baffles 20, 22.
  • the crimp 50 is shown in detail in Fig.4 and is conventional in form. Subsequently, the end caps 14, 16 will be applied to the subassembly of the outer shell.
  • the present invention provides a substantial saving on material cost and also provides a small weight saving without compromising the corrosion resistance or wear properties of the exhaust component 10.

Landscapes

  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)

Abstract

A rear box (10) for an internal combustion engine exhaust comprises a shell (12) with a lining (48) applied over the part of the inner surface of the shell (12) which is susceptible to exhaust condensate contact. Generally, the lining is applied over 1/3 to 1/2 of the surface area of the inner surface of the shell.

Description

An Internal Combustion Engine Exhaust Component and a Method of Making an Internal Combustion Engine Exhaust Component
This invention relates to an internal combustion engine exhaust component and particularly, but not exclusively limited to, the rear box of an internal combustion engine exhaust and to a method of making such an internal combustion engine exhaust component.
Components for internal combustion engine exhaust systems are designed to withstand extremely harsh conditions and to retain their integrity over a substantial period of time. In particular, most exhaust systems are guaranteed, normally for a period of three years and during that time the material from which the exhaust system is constructed must withstand extremes of temperature, external environmental conditions such as water, dust and salt and must also be able to withstand the contents of the exhaust gases expelled from the internal combustion engine. In particular, the exhaust components must withstand, internally, gas at very high temperatures, unburnt fuel, particulates carried in the gas and condensates, in particular condensates produced as a by-product of the catalytic processes now generally required of exhausts to meet environmental regulatory standards. The rear box of internal combustion engine exhausts receives a combination of gas, particulate and condensates. The condensates are corrosive. Accordingly, it is known to provide condensate evacuation devices to remove condensate from the rear box so as to prevent the condensate from building up and corroding the rear box from the inside out. Also, it is known to apply an anticorrosive lining to the interior of the rear box. The anticorrosive lining material is relative expensive compared to the material use for the remainder of the exhaust system.
It is an object of the invention to provide an improved combustion engine exhaust component.
According to a first aspect of the invention there is provided an internal combustion engine exhaust component comprising a shell having outer and inner surfaces and defining a chamber, the inner surface of the shell having a first part susceptible to exhaust condensate contact and a second part not susceptible to exhaust condensate contact, a lining being applied over the first part only so as to protect the first part from exhaust condensate contact.
By limiting the application of the anticorrosive material only to those parts where condensate is likely to contact, the material cost for the exhaust component is substantially reduced without effecting the life and/or performance of the component. Incidentally, a small weight reduction is also achieved.
The shell is preferably made from a material which is thicker than the chamber lining. The shell is preferably 0.8mm thick and most preferably conveyed from DIN 1.4512. The chamber lining is preferably 0.5mm thick and most preferably made from DIN 1.4113.
The lining may be applied to the inner wall of the outer shell by a variety of means but most preferably by spot welding.
The chamber lining preferably covers approximately one-third to one-half of the surface area of the inner wall of the outer shell.
According to a second aspect of the invention there is provided an internal combustion engine exhaust component comprising a shell having outer and inner surfaces and defining a chamber and a lining applied over one-third to one-half of the surface area of the inner surface of the shell.
According to a third aspect of the invention there is provided a method of making an internal combustion engine exhaust component comprising the steps of providing a shell having outer and inner surfaces and defining a chamber, determining the parts of the inner surface of the shell which will be contacted by condensates when in operation and applying a lining to those parts of the shell.
The method preferably comprises the step of providing the shell as a substantially flat sheet of material, applying the lining to the shell and then forming the shell into the shape of the exhaust component. The lining is preferably applied by spot welding the lining to the shell.
An internal combustion engine exhaust component will now be described in detail by way of example and with reference to the accompanying drawings in which:-
Fig.1 is a side sectional view of an internal combustion engine exhaust component in accordance with the invention, Fig.2 is a sectional view taken on line II-II in Fig.l, Fig.3 is an enlarged sectional view of the part of the exhaust component of Fig.2 circled and indicated at III, and Fig.4 is an enlarged sectional view of part of the exhaust component of Fig.2 circled and indicated at IV.
In Fig.l an exhaust component 10, in particular a rear box of an internal combustion engine exhaust, comprises a cylindrical shell 12 with an input end cap 14 and an output end cap 16. The shell 12 and end caps 14, 16 define a chamber 18. Two circular baffl.es 20, 22 are arranged within the chamber 18 spaced apart from one another. The first baffle 20 is arranged towards the input end cap 14 and the second baffle 22 is arranged towards the output end cap 16. The chamber 16 is thus subdivided into first, second and third sub-chambers 18a, b, c, the first sub-chamber 18a being defined between the input end cap 14 and the first baffle 20, the second sub-chamber 18b being defined between the first baffle 20 and the second baffle 22 and the third chamber being defined between the second baffle 22 and the output end cap 16. An input pipe 24 extends through an aperture 26 in the input end cap 14, through an aperture 28 in the first baffle 20 and through an aperture 30 in the second baffle 22. The input pipe 24 is received with an interference fit through the apertures 28, 30. The input pipe 24 has a plurality of perforations 32 formed in its wall in the region of the pipe between the first and second baffle 20, 22. An output pipe 34 extends from the subchamber 18a through apertures 36, 38 in the first and second baffles 20, 22 respectively and through an aperture 40 in the output end cap 16. The outlet pipe 34 is received with an interference fit by the apertures 36, 38. Generally, when installed on a vehicle the component 10 is arranged such that the input pipe 24 is above the output pipe 34.
The baffles 20, 22 each have a port 42, 44 respectively formed at the outer edge thereof beneath the output pipe 34.
Turning to Fig.2, in rear boxes of internal combustion engine exhausts, condensates can build up. Fig.2 illustrates the condensates at reference numeral 46. As stated above, it is known to use condensate evacuation devices to evacuate the condensate from the rear box. The condensate evacuation devices will only allow a certain amount of condensate to remain in the rear box before the condensate is evacuated. Accordingly, the maximum level of condensate 46 is known for each such component, hi Fig.2 the maximum level of condensate is indicated by the depth D. Of course, when the exhaust component 10 is arranged on a vehicle it is subjected to acceleration forces due for example to the exhaust system vibrating or to the motion of the vehicle to which the exhaust system is connected. That will cause some movement of the condensate within the exhaust component 10 and the maximum extent of that movement of the condensate 46 can be calculated for each component by carrying out appropriate testing of the exhaust component, for example, by vibration testing and by road testing of example systems on a vehicle. The maximum extent of condensate movement is indicated in Fig.2 between the radial lines A and B. Accordingly, the area of the inner surface of the shell 12 between the lines A and B will be subjected to an increased level of corrosion due to the contact with the condensate. In the present invention a lining 48 is applied to the inner surface of the shell 12 in the region between the lines A and B. The lining is more clearly illustrated in Fig.3.
Generally the shell 12 would be made from DIN 1.4512 with a thickness of 0.8mm and the lining 48 applied to the area between the lines A and B will comprise material DIN 1.4113 of 0.5mm thickness. Of course, alternative materials and/or thicknesses of material are within the ambit of the skilled person to select depending upon the particular component and circumstances pertaining to that component. The lining 48 is applied to the relevant surface of the shell 12 by spot welding. Generally, the lining will be applied to the shell when the shell is arranged as a flat sheet and the shell will then subsequently be bent around the baffles 28, 30 and the shell 12 will be crimped to secure the shell 12 relative to the baffles 20, 22. The crimp 50 is shown in detail in Fig.4 and is conventional in form. Subsequently, the end caps 14, 16 will be applied to the subassembly of the outer shell.
The present invention provides a substantial saving on material cost and also provides a small weight saving without compromising the corrosion resistance or wear properties of the exhaust component 10.

Claims

Claims
1. An internal combustion engine exhaust component comprising a shell having outer and inner surfaces and defining a chamber, the inner surface of the shell having a first part susceptible to exhaust condensate contact and a second part not susceptible to exhaust condensate contact, a lining being applied over the first part only so as to protect the first part from exhaust condensate contact.
2. An internal combustion engine exhaust component according to claim 1, in which the lining covers approximately one-third to one-half of the surface area of the inner wall of the outer shell.
3. An internal combustion engine exhaust component comprising a shell having outer and inner surfaces and defining a chamber and a lining applied over one-third to one-half of the surface area of the inner surface of the shell.
4. An internal combustion engine exhaust component according to claim 1, 2 or 3 in which the lining is applied to the inner wall of the outer shell by spot welding.
5. A method of making an internal combustion engine exhaust component comprising the steps of providing a shell having outer and inner surfaces and defining a chamber, determining the parts of the inner surface of the shell which will be contacted by condensates when in operation and applying a lining to those parts of the shell.
6. A method of making an internal combustion engine exhaust component according to claim 5 comprising the step of providing the shell as a substantially flat sheet of material, applying the lining to the shell and then forming the shell into the shape of the exhaust component.
7. A method of making an internal combustion engine exhaust component according to claim 5 or 6, in which the lining is applied by spot welding the lining to the shell.
EP04790348A 2003-10-16 2004-10-13 An internal combustion engine exhaust component and a method of making an internal combustion engine exhaust component Withdrawn EP1680579A1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
ES200302412 2003-10-16
PCT/EP2004/011475 WO2005040566A1 (en) 2003-10-16 2004-10-13 An internal combustion engine exhaust component and a method of making an internal combustion engine exhaust component

Publications (1)

Publication Number Publication Date
EP1680579A1 true EP1680579A1 (en) 2006-07-19

Family

ID=34507893

Family Applications (1)

Application Number Title Priority Date Filing Date
EP04790348A Withdrawn EP1680579A1 (en) 2003-10-16 2004-10-13 An internal combustion engine exhaust component and a method of making an internal combustion engine exhaust component

Country Status (4)

Country Link
US (1) US20070272478A1 (en)
EP (1) EP1680579A1 (en)
CN (1) CN1871410A (en)
WO (1) WO2005040566A1 (en)

Families Citing this family (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102007010486A1 (en) * 2007-03-03 2008-09-04 Purem Abgassysteme Gmbh & Co. Kg Exhaust gas treatment device for motor vehicle has inflow chamber further bounded by jacket part in gastight connection with bottom parts
WO2013035566A1 (en) * 2011-09-05 2013-03-14 本田技研工業株式会社 Exhaust silencing device
FR3078549A1 (en) * 2018-03-05 2019-09-06 Psa Automobiles Sa METHOD FOR PROTECTION AGAINST WATER RETENTION OF A POSITIONED ELEMENT IN A MOTOR EXHAUST LINE

Family Cites Families (7)

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Publication number Priority date Publication date Assignee Title
US2241768A (en) * 1939-11-03 1941-05-13 Floyd E Deremer Silencer construction
FR2553825A1 (en) * 1983-10-21 1985-04-26 Viellard Guy PROCESS FOR REDUCING THE WEAR OF MOTOR VEHICLE EXHAUST PIPES AND IMPROVED EXHAUST MUFFLERS
US4610700A (en) * 1983-11-04 1986-09-09 Union Carbide Corporation Adsorbent composition useful in retarding corrosion in mufflers
DE3690030C2 (en) * 1985-01-17 1998-01-22 Nisshin Steel Co Ltd Highly anti-corrosive aluminium plated steel sheet
DE3614213A1 (en) * 1986-04-26 1987-10-29 Ivo Dipl Ing Werdnik Silencing system (exhaust silencer), with condensate drainage apertures and/or condensate drainage ducts
US4947957A (en) * 1989-06-16 1990-08-14 Multiform Desiccants, Inc. Regenerable desiccant cartridge for automotive muffler
US6430921B1 (en) * 2001-04-12 2002-08-13 International Truck Intellectual Property Company, L.L.C. System moisture absorber

Non-Patent Citations (1)

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Title
See references of WO2005040566A1 *

Also Published As

Publication number Publication date
CN1871410A (en) 2006-11-29
WO2005040566A1 (en) 2005-05-06
US20070272478A1 (en) 2007-11-29

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