US20140360159A1 - Precipitation cover for an exhaust system - Google Patents

Precipitation cover for an exhaust system Download PDF

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Publication number
US20140360159A1
US20140360159A1 US13/911,592 US201313911592A US2014360159A1 US 20140360159 A1 US20140360159 A1 US 20140360159A1 US 201313911592 A US201313911592 A US 201313911592A US 2014360159 A1 US2014360159 A1 US 2014360159A1
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US
United States
Prior art keywords
cover
tailpipe
precipitation
spacer
exhaust gas
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.)
Abandoned
Application number
US13/911,592
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English (en)
Inventor
Dharani BABU
Santosh S. MANGADE
Daniel J. DeBoer
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.)
Deere and Co
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Deere and Co
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 Deere and Co filed Critical Deere and Co
Priority to US13/911,592 priority Critical patent/US20140360159A1/en
Assigned to DEERE & COMPANY reassignment DEERE & COMPANY ASSIGNMENT OF ASSIGNORS INTEREST (SEE DOCUMENT FOR DETAILS). Assignors: Babu, Dharani, DEBOER, DANIEL J., MANGADE, SANTOSH S.
Priority to IN1712MU2014 priority patent/IN2014MU01712A/en
Priority to EP14169794.6A priority patent/EP2811132A1/en
Priority to CN201410250341.4A priority patent/CN104234808A/zh
Publication of US20140360159A1 publication Critical patent/US20140360159A1/en
Abandoned legal-status Critical Current

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    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/085—Other arrangements or adaptations of exhaust conduits having means preventing foreign matter from entering exhaust conduit
    • 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
    • F01N2260/00—Exhaust treating devices having provisions not otherwise provided for
    • F01N2260/26—Exhaust treating devices having provisions not otherwise provided for for preventing enter of dirt into the device
    • 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
    • F01N2560/00—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics
    • F01N2560/02—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor
    • F01N2560/026—Exhaust systems with means for detecting or measuring exhaust gas components or characteristics the means being an exhaust gas sensor for measuring or detecting NOx
    • 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
    • F01N2590/00—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines
    • F01N2590/08—Exhaust or silencing apparatus adapted to particular use, e.g. for military applications, airplanes, submarines for heavy duty applications, e.g. trucks, buses, tractors, locomotives

Definitions

  • the present disclosure relates to an apparatus for an exhaust system. More specifically, the present disclosure relates to an apparatus comprising a precipitation cover for the exhaust system.
  • Tier 3 emissions regulations required an approximate 65 percent reduction in particulate matter (PM) and a 60 percent reduction in NO x from 1996 levels.
  • Interim Tier 4 regulations required a 90 percent reduction in PM along with a 50 percent drop in NO x .
  • Final Tier 4 regulations which will be fully implemented by 2015, will take PM and NO x emissions to near-zero levels.
  • the aftertreatment system is configured to remove various chemical compounds and particulate emissions, such as PM and NO x .
  • the aftertreatment system may comprise a NO x sensor, which is configured to produce a NO x signal indicative of a NO x content of exhaust gas flowing thereby.
  • An ECU may use the NO x signal to control, for example, a combustion temperature of the engine and/or to control the amount of a reductant injected into the exhaust gas, so as to minimize the level of NO x entering the atmosphere.
  • NO x sensors a problem associated with NO x sensors is that, if they come into contact with precipitation—such as rain, melted snow, or melted ice—they may be prone to sending inaccurate NO x signals, and they may even be prone to complete failure. Complete failure may occur if precipitation contacts a sensor element of the NO x sensor, causing the sensor element to crack, especially if the exhaust gas superheats the precipitation (e.g., 800° C. and above). Such failures may lead to the engine being derated, customer dissatisfaction, and expensive repairs.
  • precipitation such as rain, melted snow, or melted ice
  • an apparatus for an exhaust system comprising a precipitation cover adapted to be positioned at least partially downstream of a tailpipe relative to a direction of an exhaust gas flow.
  • the precipitation cover comprises a first cover end and a second cover end.
  • the first cover end is configured as a precipitation outlet
  • the second cover end is configured as an exhaust gas outlet and a precipitation inlet.
  • the disclosed apparatus minimizes the amount of precipitation that enters the tailpipe and, thus, the amount that comes into contact with the NO x sensor. At the same time, the disclosed apparatus only minimally interferes with the normal exhaust function of the engine (i.e., it minimizes any back pressure). And, further yet, it is cost effective, easy to implement, does not require moving parts, and is visually appealing.
  • FIG. 1 is a schematic illustration of a power system comprising an apparatus for an exhaust system
  • FIG. 2 is an elevational view of a tailpipe and the apparatus, the apparatus comprising a precipitation cover and a spacer;
  • FIG. 3 is a partially exploded, perspective view of the tailpipe and the precipitation cover and the spacer
  • FIG. 4 is a sectional view taken along lines 4 - 4 of FIG. 2 , and it illustrates the precipitation cover and the spacer;
  • FIG. 5 is a view of a second embodiment of the apparatus taken from a view similar to that shown in FIG. 4 ;
  • FIG. 6 is an elevational view of a tailpipe and a third embodiment of the apparatus.
  • FIG. 7 is a sectional view taken along lines 6 - 6 of FIG. 6 , and it illustrates a supplemental spacer
  • FIG. 8 is a sectional view taken along line 7 - 7 of FIG. 6 , and it illustrates the spacer.
  • FIG. 1 there is shown a schematic illustration of a power system 100 comprising an apparatus 102 for an exhaust system 140 .
  • the apparatus 102 may work particularly well in combination with, for example, a NO x sensor 119 , but it would work just as well with any engine, regardless of whether it has an aftertreatment system 120 , a NO x sensor 119 , etc.
  • the power system 100 may be used for providing power to a variety of machines, including on-highway trucks, construction vehicles, marine vessels, stationary generators, automobiles, agricultural vehicles, and recreation vehicles.
  • the engine 106 may be any kind of engine 106 that produces an exhaust gas, the exhaust gas being indicated by directional arrow 192 .
  • engine 106 may be an internal combustion engine, such as a gasoline engine, a diesel engine, a gaseous fuel burning engine (e.g., natural gas) or any other exhaust gas producing engine.
  • the engine 106 may be of any size, with any number cylinders (not shown), and in any configuration (e.g., “V,” inline, and radial).
  • the engine 106 may include various sensors, such as temperature sensors, pressure sensors, and mass flow sensors.
  • the power system 100 may comprise an intake system 107 .
  • the intake system 107 may comprise components configured to introduce a fresh intake gas, indicated by directional arrow 189 , into the engine 106 .
  • the intake system 107 may comprise an intake manifold (not shown) in communication with the cylinders, a compressor 112 , a charge air cooler 116 , and an air throttle actuator 126 .
  • the compressor 112 may be a fixed geometry compressor, a variable geometry compressor, or any other type of compressor configured to receive the fresh intake gas, from upstream of the compressor 112 .
  • the compressor 112 compress the fresh intake gas to an elevated pressure level.
  • the charge air cooler 116 is positioned downstream of the compressor 112 , and it is configured to cool the fresh intake gas.
  • the air throttle actuator 126 may be positioned downstream of the charge air cooler 116 , and it may be, for example, a flap type valve controlled by an electronic control unit (ECU) 115 to regulate the air-fuel ratio.
  • ECU electronice control unit
  • the power system 100 may comprise an exhaust system 140 .
  • the exhaust system 140 may comprise components configured to direct exhaust gas from the engine 106 to the atmosphere.
  • the exhaust system 140 may comprise an exhaust manifold (not shown) in fluid communication with the cylinders.
  • at least one exhaust valve (not shown) opens, allowing the exhaust gas to flow through the exhaust manifold and a turbine 111 .
  • the pressure and volume of the exhaust gas drives the turbine 111 , allowing it to drive the compressor 112 via a shaft (not shown).
  • the combination of the compressor 112 , the shaft, and the turbine 111 is known as a turbocharger 108 .
  • the power system 100 may also comprise, for example, a second turbocharger 109 that cooperates with the turbocharger 108 (i.e., series turbocharging).
  • the second turbocharger 109 comprises a second compressor 114 , a second shaft (not shown), and a second turbine 113 .
  • the second compressor 114 may be a fixed geometry compressor, a variable geometry compressor, or any other type of compressor configured to receive the fresh intake flow, from upstream of the second compressor 114 , and compress the fresh intake flow to an elevated pressure level before it enters the engine 106 .
  • the power system 100 may also comprises an exhaust gas recirculation (EGR) system 132 that is configured to receive a recirculated portion of the exhaust gas, as indicated by directional arrow 194 .
  • the intake gas is indicated by directional arrow 190 , and it is a combination of the fresh intake gas and the recirculated portion of the exhaust gas.
  • the EGR system 132 comprises an EGR valve 122 , an EGR cooler 118 , and an EGR mixer (not shown).
  • the EGR valve 122 may be a vacuum controlled valve, allowing a specific amount of the recirculated portion of the exhaust gas back into the intake manifold.
  • the EGR cooler 118 is configured to cool the recirculated portion of the exhaust gas flowing therethrough. Although the EGR valve 122 is illustrated as being downstream of the EGR cooler 118 , it could also be positioned upstream from the EGR cooler 118 .
  • the EGR mixer is configured to mix the recirculated portion of the exhaust gas and the fresh intake gas into, as noted above, the intake gas.
  • the exhaust system 140 may comprise an aftertreatment system 120 , and at least a portion of the exhaust gas passes therethrough.
  • the aftertreatment system 120 is configured to remove various chemical compounds and particulate emissions present in the exhaust gas received from the engine 106 . After being treated by the aftertreatment system 120 , the exhaust gas is expelled into the atmosphere via a tailpipe 178 .
  • the apparatus 102 comprises a precipitation cover 129 adapted to be positioned at least partially downstream of a tailpipe 124 relative to a direction of the exhaust gas flow (see directional arrow 192 ).
  • the aftertreatment system 120 may comprise a NO x sensor 119 , the NO x sensor 119 being configured to produce and transmit a NO x signal to the ECU 115 that is indicative of a NO x content of exhaust gas flowing thereby.
  • the NO x sensor 119 may, for example, rely upon an electrochemical or catalytic reaction that generates a current, the magnitude of which is indicative of the NO x concentration of the exhaust gas.
  • the ECU 115 may have four primary functions: (1) converting analog sensor inputs to digital outputs, (2) performing mathematical computations for all fuel and other systems, (3) performing self diagnostics, and (4) storing information. Exemplarily, the ECU 115 may, in response to the NO x signal, control a combustion temperature of the engine 106 and/or the amount of a reductant injected into the exhaust gas, so as to minimize the level of NO x entering the atmosphere.
  • the aftertreatment system 120 comprises a diesel oxidation catalyst (DOC) 163 , a diesel particulate filter (DPF) 164 , and a selective catalytic reduction (SCR) system 152 .
  • the SCR system 152 comprises a reductant delivery system 135 , an SCR catalyst 170 , and an ammonia oxidation catalyst (AOC) 174 .
  • the exhaust gas flows through the DOC 163 , the DPF 164 , the SCR catalyst 170 , and the AOC 174 , and is then, as just mentioned, expelled into the atmosphere via the tailpipe 178 .
  • the DPF 164 is positioned downstream of the DOC 163 , the SCR catalyst 170 downstream of the DPF 164 , and the AOC 174 downstream of the SCR catalyst 170 .
  • the DOC 163 , the DPF 164 , the SCR catalyst 170 , and the AOC 174 may be coupled together.
  • Exhaust gas treated, in the aftertreatment system 120 , and released into the atmosphere contains significantly fewer pollutants—such as diesel particulate matter, NO 2 , and hydrocarbons—than an untreated exhaust gas.
  • the DOC 163 may be configured in a variety of ways and contain catalyst materials useful in collecting, absorbing, adsorbing, and/or converting hydrocarbons, carbon monoxide, and/or oxides of nitrogen contained in the exhaust gas.
  • catalyst materials may include, for example, aluminum, platinum, palladium, rhodium, barium, cerium, and/or alkali metals, alkaline-earth metals, rare-earth metals, or combinations thereof.
  • the DOC 163 may include, for example, a ceramic substrate, a metallic mesh, foam, or any other porous material known in the art, and the catalyst materials may be located on, for example, a substrate of the DOC 163 .
  • the DOC(s) may also be configured to oxidize NO contained in the exhaust gas, thereby converting it to NO 2 .
  • the DOC 163 may assist in achieving a desired ratio of NO to NO 2 upstream of the SCR catalyst 170 .
  • the DPF 164 may be any of various particulate filters known in the art configured to reduce particulate matter concentrations, e.g., soot and ash, in the exhaust gas to meet requisite emission standards. Any structure capable of removing particulate matter from the exhaust gas of the engine 106 may be used.
  • the DPF 164 may include a wall-flow ceramic substrate having a honeycomb cross-section constructed of cordierite, silicon carbide, or other suitable material to remove the particulate matter.
  • the DPF 164 may be electrically coupled to a controller, such as the ECU 115 , that controls various characteristics of the DPF 164 .
  • the ECU 115 may be configured to measure the PM build up, also known as filter loading, in the DPF 164 , using a combination of algorithms and sensors. When filter loading occurs, the ECU 115 manages the initiation and duration of the regeneration process.
  • the reductant delivery system 135 may comprise a reductant tank 148 configured to store the reductant.
  • a reductant is a solution having 32.5% high purity urea and 67.5% deionized water (e.g., DEF), which decomposes as it travels through a decomposition tube 160 to produce ammonia.
  • DEF deionized water
  • Such a reductant may begin to freeze at approximately 12 deg F. ( ⁇ 11deg C.). If the reductant freezes when a machine is shut down, then the reductant may need to be thawed before the SCR system 152 can function.
  • the reductant delivery system 135 may comprise a reductant header 136 mounted to the reductant tank 148 , the reductant header 136 further comprising, in some embodiments, a level sensor 150 configured to measure a quantity of the reductant in the reductant tank 148 .
  • the level sensor 150 may comprise a float configured to float at a liquid/air surface interface of reductant included within the reductant tank 148 .
  • Other implementations of the level sensor 150 are possible, and may include, exemplarily, one or more of the following: (a) using one or more ultrasonic sensors; (b) using one or more optical liquid-surface measurement sensors; (c) using one or more pressure sensors disposed within the reductant tank 148 ; and (d) using one or more capacitance sensors.
  • the reductant header 136 comprises a tank heating element 130 that is configured to receive coolant from the engine 106
  • the power system 100 may comprise a cooling system 133 that comprises a coolant supply passage 180 and a coolant return passage 181 .
  • a first segment 196 of the coolant supply passage 180 is positioned fluidly between the engine 106 and the tank heating element 130 and is configured to supply coolant to the tank heating element 130 .
  • the coolant circulates, through the tank heating element 130 , so as to warm the reductant in the reductant tank 148 , therefore reducing the risk that the reductant freezes therein.
  • the tank heating element 130 may, instead, be an electrically resistive heating element.
  • a second segment 197 of the coolant supply passage 180 is positioned fluidly between the tank heating element 130 and a reductant delivery mechanism 158 and is configured to supply coolant thereto.
  • the coolant heats the reductant delivery mechanism 158 , reducing the risk that reductant freezes therein.
  • a first segment 198 of the coolant return passage 181 is positioned between the reductant delivery mechanism 158 and the tank heating element 130
  • a second segment 199 of the coolant return passage 181 is positioned between the engine 106 and the tank heating element 130 .
  • the first segment 198 and the second segment 199 are configured to return the coolant to the engine 106 .
  • the decomposition tube 160 may be positioned downstream of the reductant delivery mechanism 158 but upstream of the SCR catalyst 170 .
  • the reductant delivery mechanism 158 may be, for example, an injector that is selectively controllable to inject reductant directly into the exhaust gas.
  • the SCR system 152 may comprise a reductant mixer 166 that is positioned upstream of the SCR catalyst 170 and downstream of the reductant delivery mechanism 158 .
  • the reductant delivery system 135 may additionally comprise a reductant pressure source (not shown) and a reductant extraction passage 184 .
  • the reductant extraction passage 184 may be coupled fluidly to the reductant tank 148 and the reductant pressure source therebetween.
  • the reductant extraction passage 184 is shown extending into the reductant tank 148 , though in other embodiments the reductant extraction passage 184 may be coupled to an extraction tube via the reductant header 136 .
  • the reductant delivery system 135 may further comprise a reductant supply module 168 , and it may comprise the reductant pressure source.
  • the reductant supply module 168 may be, or be similar to, a Bosch reductant supply module, such as the one found in the “Bosch Denoxtronic 2.2—Urea Dosing System for SCR Systems.”
  • the reductant delivery system 135 may also comprise a reductant dosing passage 186 and a reductant return passage 188 .
  • the reductant return passage 188 is shown extending into the reductant tank 148 , though in some embodiments of the power system 100 , the reductant return passage 188 may be coupled to a return tube via the reductant header 136 .
  • the reductant delivery system 135 may comprise—among other things—valves, orifices, sensors, and pumps positioned in the reductant extraction passage 184 , reductant dosing passage 186 , and reductant return passage 188 .
  • a reductant is a solution having 32.5% high purity urea and 67.5% deionized water (e.g., DEF), which decomposes as it travels through the decomposition tube 160 to produce ammonia.
  • the ammonia reacts with NO x in the presence of the SCR catalyst 170 , and it reduces the NO x to less harmful emissions, such as N2 and H2O.
  • the SCR catalyst 170 may be any of various catalysts known in the art.
  • the SCR catalyst 170 may be a vanadium-based catalyst.
  • the SCR catalyst 170 may be a zeolite-based catalyst, such as a Cu-zeolite or a Fe-zeolite.
  • the AOC 174 may be any of various flowthrough catalysts configured to react with ammonia to produce mainly nitrogen. Generally, the AOC 174 is utilized to remove ammonia that has slipped through or exited the SCR catalyst 170 . As shown, the AOC 174 and the SCR catalyst 170 may be positioned within the same housing. But in other embodiments, they may be separate from one another.
  • the precipitation cover 129 comprises a first cover end 110 and a second cover end 117 .
  • the first cover end 110 is configured as a precipitation outlet
  • the second cover end 117 is configured as an exhaust gas outlet and a precipitation inlet.
  • the first cover end 110 and the tailpipe 124 cooperate so as to form a precipitation exit opening 171 .
  • the first cover end 110 and an end 147 of the tailpipe 124 cooperate, so as to form the precipitation exit opening 171 .
  • the precipitation cover 129 and the precipitation exit opening 171 are configured so as to minimize the amount of precipitation 165 that enters the tailpipe 124 and that, ultimately, comes into contact with the NO x sensor 119 .
  • At least a portion of the first cover end 110 may be positioned radially outside of an end 147 of the tailpipe 124 .
  • the precipitation cover 129 and the tailpipe 124 may both be tubularly shaped, wherein an inner diameter 154 of the precipitation cover 129 may be larger than an outer diameter 159 of the tailpipe 124 .
  • the precipitation cover 129 and/or the tailpipe 124 may take other shapes, such as an extended square shapes, extended oblong shapes, and so forth.
  • the precipitation cover 129 may comprise a hood 162 extending axially away from the second cover end 117 .
  • the hood 162 may be angularly aligned with a spacer 125 relative to the imaginary cover axis 153 .
  • the hood 162 may minimize the amount of precipitation 165 that enters the precipitation cover 129 and tailpipe 124 , particularly if the precipitation 165 is falling in the direction shown in FIG. 2 , for example.
  • the hood 162 is illustrated as having a smooth, round contour, but other embodiments could take various different shapes, assuming that the hood 162 maintains its functionality (i.e., minimizing the amount of precipitation 165 that enters the precipitation cover 129 and tailpipe 124 ).
  • the tailpipe 124 may further comprise a first tailpipe section 128 and a second tailpipe section 139 .
  • the second tailpipe section 139 may be substantially elbow shaped and may be positioned downstream of the first tailpipe section 128 , relative to the direction of the exhaust gas flow.
  • the first tailpipe section 128 may define an imaginary tailpipe axis 142
  • the precipitation cover 129 may define an imaginary cover axis 153 .
  • the imaginary tailpipe axis 142 and the imaginary cover axis 153 may define an angle 156 therebetween in a range of 90° and 150°, and in some embodiments, it may be between 110° and 130°.
  • the angle 156 may be such that it prevents precipitation 165 from entering the tailpipe 124 , even when the precipitation 165 is falling at, for example, a 40° angle.
  • the precipitation cover 129 may be made of, for example, aluminized steel or stainless steel.
  • Aluminized steel provides a surface that paints stick to, even when the aluminized steel is very hot, and the aluminized steel does not rust, even if the paint is scratched off thereof.
  • the first tailpipe section 128 , the second tailpipe section 139 , and the spacer 125 may also be made of, for example, either aluminized steel or stainless steel.
  • the precipitation cover 129 may overlap the tailpipe 124 so as to form an overlapped region 172 , and the precipitation cover 129 and the tailpipe 124 may be spaced apart, along the overlapped region 172 , so as to form an annular gap 146 therebetween.
  • the apparatus 102 may further comprise a spacer 125 mounted to the tailpipe 124 , and the precipitation cover 129 may be mounted to the spacer 125 .
  • the spacer 125 may be mounted to an outer surface 157 of the tailpipe 124
  • the precipitation cover 129 may be mounted to an outer surface 157 of the spacer 125 .
  • the imaginary tailpipe axis 142 and the imaginary cover axis 153 may define a plane 131
  • the spacer 125 and the precipitation cover 129 may be symmetric to one another relative to the plane 131 .
  • the spacer 125 may be “horseshoe shaped” and may partially extend around the outer surface 157 of the tailpipe 124 .
  • the spacer 125 may extend around approximately 270° about the tailpipe 124 (see angle 138 ), though in other embodiments, the spacer 125 may extend around a smaller or larger angle.
  • the spacer 125 may comprise multiple pieces and take a number of different shapes, and it may comprise holes, slots, and the like.
  • a first end surface 176 of the spacer 125 may connect an inner surface 175 and an outer surface 187 of the spacer 125 .
  • a second end surface 177 of the spacer 125 may also connect the inner surface 175 and the outer surface 187 .
  • the first end surface 176 , the second end surface 177 , the inner surface 175 of the precipitation cover 129 , and the outer surface 187 of the tailpipe 124 may cooperate so as to define the precipitation exit opening 171 .
  • FIG. 5 there is shown a view of a second embodiment of the apparatus 202 taken from a view similar to that which is shown in FIG. 4 (though FIG. 4 is a view of the first embodiment of the apparatus 102 ).
  • the apparatus 202 has many components similar in structure and function as the apparatus 102 , as indicated by the use of identical reference numerals where applicable.
  • a difference, between the apparatus 202 and the apparatus 102 is that the spacer 225 of the apparatus 202 is a bead of weld (see, for example, the bead of weld 234 ), rather than, for example, a plate.
  • the apparatus 202 there is also a bead of weld 227 and a bead of weld 291 .
  • Such an embodiment may provide robust support of the precipitation cover 129 , while simultaneously keeping assembly and manufacturing costs low.
  • Other embodiments of the apparatus 202 may have a greater or lesser number of welds, and they may be oriented differently, relative to one another.
  • the precipitation cover 329 may comprise a base cover 321 and an extended cover 323 .
  • the base cover 321 may be positioned substantially downstream of an end 147 of the tailpipe 124 relative to a direction of the exhaust gas flow
  • the extended cover 323 may be positioned substantially upstream of the end 147 of the tailpipe 124 relative to a direction of the exhaust gas flow.
  • One potential advantage of the precipitation cover 329 is that operators of, for example, a work machine may find it more visually appealing.
  • the apparatus 302 may further comprise a supplemental spacer 379 .
  • the supplemental spacer 379 may be mounted to the tailpipe 124
  • the precipitation cover 329 may be mounted to the supplemental spacer 379 .
  • the supplemental spacer 379 may be positioned downstream of the spacer 325 relative to the direction of the exhaust gas flow.
  • the precipitation cover 329 may overlap the tailpipe 124 so as to form an overlapped region 372
  • the precipitation cover 329 and the tailpipe 124 may be spaced apart from one another, along the overlapped region 372 , so as to form an annular gap 346 therebetween.
  • the supplemental spacer 379 may be “horseshoe shaped” and may partially extend around the outer surface 157 of the tailpipe 124 .
  • the supplemental spacer 379 may extend around approximately 270° of the tailpipe 124 (see angle 393 ).
  • the supplemental spacer 379 may comprise multiple pieces and take a number of different shapes, and it may comprise holes, slots, and the like.
  • a first end surface 303 of the supplemental spacer 379 connects an inner surface 304 and an outer surface 305 of the supplemental spacer 379 .
  • a second end surface 395 of the supplemental spacer 379 connects the inner surface 304 and the outer surface 305 of the supplemental spacer 379 .
  • the first end surface 303 , the second end surface 395 , the inner surface 304 of the precipitation cover 329 , and the outer surface 157 of the tailpipe 124 cooperate so as to define a supplemental precipitation exit opening 383 .
  • a first end surface 376 of the spacer 325 may connect an inner surface 375 and an outer surface 387 of the spacer 325 .
  • a first end surface 376 of the spacer 325 may connect an inner surface 375 and an outer surface 387 of the spacer 325
  • a second end surface 377 of the spacer 325 may also connect the inner surface 375 and the outer surface 387 .
  • the first end surface 376 , the second end surface 377 , the inner surface 375 , and the outer surface 387 may cooperate so as to define the precipitation exit opening 371 .
  • the spacer 325 may be “horseshoe shaped” and may partially extend around the outer surface 157 of the tailpipe 124 .
  • the spacer 325 may extend around approximately 270° of the tailpipe 124 (see angle 393 ), though the spacer 325 may extend around a smaller or a larger angle.
  • the spacer 325 may comprise multiple pieces and take a number of different shapes, and it may comprise holes, slots, and the like.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Gas After Treatment (AREA)
  • Exhaust Silencers (AREA)
US13/911,592 2013-06-06 2013-06-06 Precipitation cover for an exhaust system Abandoned US20140360159A1 (en)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US13/911,592 US20140360159A1 (en) 2013-06-06 2013-06-06 Precipitation cover for an exhaust system
IN1712MU2014 IN2014MU01712A (enrdf_load_stackoverflow) 2013-06-06 2014-05-22
EP14169794.6A EP2811132A1 (en) 2013-06-06 2014-05-26 Apparatus for an exhaust system
CN201410250341.4A CN104234808A (zh) 2013-06-06 2014-06-06 用于排气系统的沉降物盖

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US13/911,592 US20140360159A1 (en) 2013-06-06 2013-06-06 Precipitation cover for an exhaust system

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US20140360159A1 true US20140360159A1 (en) 2014-12-11

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US (1) US20140360159A1 (enrdf_load_stackoverflow)
EP (1) EP2811132A1 (enrdf_load_stackoverflow)
CN (1) CN104234808A (enrdf_load_stackoverflow)
IN (1) IN2014MU01712A (enrdf_load_stackoverflow)

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CN105923133A (zh) * 2016-05-11 2016-09-07 广船国际有限公司 船舶烟囱防水炮组件

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CN109973191B (zh) * 2019-03-28 2020-09-29 潍柴动力股份有限公司 一种防水型排气尾管
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CN104234808A (zh) 2014-12-24
EP2811132A1 (en) 2014-12-10

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