WO2018224953A1

WO2018224953A1 - A booster member for an internal combustion engine

Info

Publication number: WO2018224953A1
Application number: PCT/IB2018/054003
Authority: WO
Inventors: Maluvadu SUNDARAMAN ANANDKUMAR
Original assignee: Tvs Motor Company Limited
Priority date: 2017-06-05
Filing date: 2018-06-05
Publication date: 2018-12-13
Also published as: CN110603375B; CN110603375A

Abstract

The present subject matter provides an internal combustion (IC) engine (125) with a cylinder head (125C) having an exhaust port (125CE). A booster member (200) is connecting the upstream end portion (180U) of the exhaust pipe (180) to the exhaust port (125CE) of the cylinder head (125C). The booster member (200) is adapted to accelerate flow of exhaust gas from said cylinder head (125C) to the exhaust pipe (180). The booster member (200) enables reduced bend of the exhaust pipe (180) that is structurally rigid. Further, the booster member (200) enables ease of assembly due to the twisted profile thereof.

Description

A BOOSTER MEMBER FOR AN INTERNAL COMBUSTION ENGINE

TECHNICAL FIELD

[0001] The present subject matter relates to an internal combustion engine for a saddle ride type motor vehicle, and more particularly, relates to an exhaust system of the internal combustion engine.

BACKGROUND

[0002] Generally, in a motor vehicle, a frame assembly of the vehicle acts as a structural member and a load-bearing member of the vehicle. Generally, two categories of commuter vehicles are broadly popular, viz. scooter type vehicles and motorcycle type vehicles. In a scooter type vehicle the internal combustion engine is swingably mounted to the frame assembly and in a motorcycle type vehicle, the power unit is fixedly mounted to the frame assembly. The internal combustion engine includes an intake system for supplying air-fuel to the internal combustion engine. An exhaust system connects the internal combustion engine to the muffler of the vehicle. Generally, the exhaust gas generated in a combustion chamber of the IC engine is discharged to the outside. In the motorcycle an exhaust port of the IC engine is provided at a front portion and, in a scooter type vehicle, the exhaust port of the IC engine is provided at a bottom portion of a cylinder head. Generally, the position of the exhaust port is subject to specific orientation of mounting of the engine on to the vehicle which has layout & packaging challenges associated with it.

BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The detailed description is described with reference to the accompanying figures. The same numbers are used throughout the drawings to reference like features and components.

[0004] Fig. 1 (a) depicts a left side view of an exemplary two-wheeled vehicle, in accordance with an embodiment of the present subject matter.

[0005] Fig. 1 (b) illustrates a right side view of the frame member of the vehicle, in accordance with the embodiment as depicted in Fig. 1 (a). [0006] Fig. 2 (a) illustrates an enlarged side view of the exhaust system, in accordance with one implementation of the present subject matter.

[0007] Fig. 2 (b) illustrates an enlarged front view of the exhaust system, in accordance with one implementation of the present subject matter.

[0008] Fig. 2 (c) depicts an exploded view of the exhaust system, in accordance with the embodiment as depicted in Fig. 2 (a).

[0009] Fig. 2 (b) depicts an enlarged isometric view of a portion of the exhaust system, in accordance with the embodiment as depicted in Fig. 2 (a).

[00010] Fig. 2 (c) depicts one perspective view of the booster member, in accordance with the embodiment as depicted in Fig. 2 (b).

[00011] Fig. 2 (d) depicts one perspective view of the booster member, in accordance with the embodiment as depicted in Fig. 2 (c).

[00012] Fig. 2 (e) depicts an enlarged view of the cylinder head mounted with the booster member, in accordance with the embodiment as depicted in Fig. 2 (b).

[00013] Fig. 2 (f) depicts another perspective view of the booster member, in accordance with the embodiment as depicted in Fig. 2 (c).

[00014] Fig. 2 (g) depicts yet another perspective view of the booster member, in accordance with the embodiment as depicted in Fig. 2 (c).

[00015] Fig. 2 (h) illustrates a side view of selected parts of the vehicle with booster member employed in the exhaust system.

[00016] Fig. 3 (a) depicts a perspective view of the booster member, in accordance with yet another embodiment of the present subject matter.

[00017] Fig. 3 (b) depicted a perspective view of the booster member in an assembled condition, in accordance with the embodiment as depicted in Fig. 3 (a).

DETAILED DESCRIPTION

[00018] Generally, the internal combustion engine having 4-stroke cycle is popular. The 4-stroke cycle starts with an intake stroke and ends an exhaust stroke. Due to combustion of air-fuel mixture that gets compressed during compression stroke and then combusted thereby resulting in the power stroke. The combusted gas is transmitted to the exhaust system from the cylinder head. Generally, the performance of the vehicle is dependent various parameters that includes the air-fuel mixture that is supplied during intake. However, the performance of the engine is also dependent on the exhaust being transmitted out. For example, contaminants in the combustion chamber created during combustion process affect lubrication properties in the combustion chamber. This increases friction affecting the performance of the vehicle.

[00019] In addition, an upstream end of the exhaust pipe is connected to the exhaust port of the cylinder head. The muffler is either disposed towards one lateral side of the vehicle or is disposed along a vehicle center. Thus, the upstream end of the exhaust pipe being connected to the cylinder includes a bend portion to connect to the exhaust port either, which is generally disposed on a front facing side of the cylinder head or on a downward facing side of the cylinder head. This requires complex routing of the exhaust pipe with bent portion. The manufacturing of such bent pipe is complex & difficult involving spring-back effect of the material, bend folds, warping etc. Also, achieving the bent profile may require multi-stage process making it not very economical to meet the geometric accuracy. Any gaps arising out the joint with the cylinder head can lead to undesirable leakage, performance loss, noise, contamination & poor durability cum life of the entire power train system as a whole. Additionally, this bent portion further affects the flow of exhaust gas, therethrough, which affects the performance of the engine. Also, presence of bent portion affects flow of exhaust gas creating resistance that affects performance. Further, the exhaust gas may result in exhaust noise. Also, the structural strength of the exhaust pipe is low due to the bent portion on the exhaust pipe. As, the bent portion thins the outward surface of the exhaust pipe at the bent portion. This may result in breakage or failure at the bent portion. Moreover, in a swinging type of engine, the forces acting on the exhaust pipe are higher due to swinging of the exhaust system along with the engine. Moreover, conventional exhaust pipes tend to rust at the upstream end portion resulting in failure of the exhaust pipe. Thus, there is a need for an internal combustion engine that is having exhaust system that addresses aforementioned and other short comings in the prior art. At the same time, the exhaust system should improve the performance offer reduced resistance for flow of exhaust gases. Further, the assembly and disassembly of the exhaust pipe for maintenance or otherwise is also cumbersome.

[00020] Thus, there is a need for an internal combustion engine with an exhaust system that is capable of addressing the aforementioned and other short comings in the prior art. The exhaust system should be having reduced failures with improved structural strength. Also, the exhaust system should be capable of improving performance of the vehicle by reducing resistance and also reducing contaminants. This would result in improved performance and life of the engine. Also, the exhaust system should be capable of being mounted to the IC engine with ease.

[00021] Hence, the present subject matter provides an exhaust system for an internal combustion engine including an exhaust system that is capable of improving the performance.

[00022] The exhaust system includes a booster member connected to an exhaust port of the internal combustion engine. The booster member is further connected to an exhaust pipe. An upstream end of the booster member is connected to the exhaust port provided on the cylinder head. A downstream end of the booster member is connected to the upstream end of the exhaust pipe.

[00023] It is an aspect of the present subject matter that the booster member is capable of accelerating the exhaust gas from the IC engine whereby the accelerated exhaust gas enables cleansing of the combustion chamber. As the accelerated exhaust gas forces any contaminants in the combustion chamber that are created during combustion process to be scavenged out. This retains lubrication properties in the combustion chamber due to reduced friction and improves the functioning of the IC engine. The accelerated exhaust gas is sent to the exhaust pipe and subsequently to the muffler.

[00024] It is a feature of the present subject matter that the booster member enables cleansing of the combustion chamber of the IC engine due to acceleration of the exhaust gas. It is a feature that the performance, durability and the life of the combustion chamber are improved as the operation of the IC engine with friction would result in wear and tear of the parts that would affect the performance.

[00025] It is feature of the present subject matter that the booster member includes a cylindrical inner profile with receding diameter/radius towards the downstream of the booster member. In other words, the booster member has an inner cross-sectional area near the upstream portion greater than cross-sectional area near the downstream portion thereby enabling acceleration of the exhaust gas. The ratio of an upstream end diameter against a downstream end diameter, of the cross sectional areas, of the booster member so formed gives best acceleration results when maintained in the range of 1 to 2.

[00026] It is another feature of the present subject matter that the booster member includes a first mounting portion and a second mounting portion, wherein the first mounting portion is disposed at an angular offset with respect to the second mounting portion. In other words, the orientation of the first mounting portion is at an acute angle with respect to the second mounting portion to enable ease of access during assembly, maintenance, and otherwise. The two or more mounting provisions on the booster member enables bringing important flexibility in implementing plurality of orientations of the mounting provisions with respect to each other as well as with respect to the interfacing mounting provisions on the cylinder head as well as the exhaust pipe. This additionally eliminates the complex twisting type bent requirements for the exhaust pipe.

[00027] It is a feature of the present subject matter that the booster includes a mounting portion that is capable of receiving a sensor or a hose. For example, in one implementation, the booster member is capable of supporting a lambda sensor, an 02 sensor, or the like. In another implementation, the mounting portion supports a hose member or the like for a secondary air injection (SAI), exhaust gas recirculation (EGR), turbo charger, or the like. It is a feature of the present subject matter that the booster member mounted to the exhaust port itself helps in providing desired engine related information.

[00028] It is a feature of the present subject matter that the mounting portion provides flexibility in disposing one or more sensors in an optimum orientation. [00029] It is an additional aspect of the present subject matter that the booster member includes a first path extending along at least a portion of the booster member. The first path includes a gentle curve that provides minimum resistance to the flow of exhaust gas towards the exhaust pipe without affecting the backpressure.

[00030] It is yet another additional feature that the exhaust pipe with incorporation of a booster will now require reduced bend for being connected to the booster member, wherein the resistance to exhaust flow is reduced. Also, the structural strength of the exhaust pipe is improved as the bend is reduced & ease of manufacturing is achieved.

[00031] Further, the booster member is adaptable to be employed in a scooter type vehicle or a motorcycle type vehicle.

[00032] Thus, it is yet another feature that the booster member eliminates the need for excessive bending of the exhaust pipe. Therefore, it is another feature that the life of the exhaust pipe is improved. Also, the booster member is proximity to the heat zone, which is exhaust port, and the exhaust pipe is disposed away from the exhaust port, thereby reducing rusting of the exhaust pipe.

[00033] It is a feature of the present subject matter that the booster member is a casted member that can be adapted to any desired layout of the vehicle.

[00034] In one implementation, the booster member is made of any known metal.

[00035] In another implementation, the booster member is made of bad heat conductor like ceramic to retain the temperature for identifying engine operation condition or for transmitting the exhaust gas to other system like SAI, or EGR.

[00036] In yet another implementation, the booster member can be forged part.

[00037] Also, in yet another implementation, the booster member includes two or more parts, joined together.

[00038] Arrows wherever provided in the top right corner in the drawings depicts direction with respect to the vehicle, wherein an arrow F denotes front direction, an arrow R indicates rear direction, an arrow UP denotes upward direction, an arrow DW denotes downward direction, an arrow RH denotes right side, and an arrow LH denotes left side.

[00039] Fig. 1 (a) depicts an exemplary two-wheeled vehicle (100), in accordance with an embodiment of the present subject matter. Fig. 1 (b) shows a right side view of frame member (105) of the vehicle (100) with parts laid thereon, in accordance with the embodiment of Fig. 1 (a). The vehicle (100) has a frame member (105) that includes a head tube (105A), a main tube (105B) extending rearwardly downward from the head tube (105 A, and a pair of rear tubes (105CA, 105CB) extending inclinedly rearward from a rear portion of the main tube (105B) (as shown in Fig. 1 (a)). The frame member (105) defines a step-through portion (ST) and the rear tubes (105CA, 105CB) extend rearward inclinedly rearward from the step-through portion (ST). A handlebar assembly (110) is connected to a front wheel (115) through one or more front suspension(s) (120). A steering shaft (not shown) connects the handlebar assembly (110) to the front suspension(s) (120). The steering shaft is rotatably journaled about the head tube (105A). A drive means (125) including at least one of an internal combustion (IC) engine (125) and/or a traction motor is swingably connected to the frame member (105) of the vehicle (100). The power unit is disposed below the at least a portion of the rear tubes (105CA, 105CB). The power unit includes an internal combustion (IC) engine (125). Hereinafter, the terms power unit, and IC engine (125) are interchangeably used. In the present embodiment, IC engine (125) is forwardly inclined i.e. a piston axis of the IC engine (125) is forwardly inclined. The power unit is functionally connected to a rear wheel (130) through a transmission system (not shown). The transmission system includes a continuously variable transmission (CVT) or a fixed gear ratio transmission or automatic-manual transmission (AMT) controlled by an AMT control unit. Further, in one embodiment, the power unit includes a traction motor that is either hub mounted to the rear wheel (130) or is mounted to a swing arm of the vehicle (100) connecting the rear wheel (130) to the frame member (105).

[00040] Further, the rear wheel (130) is connected to the frame member (105) through one or more rear suspension(s) (135). The power unit is swingably mounted to the frame member (105) through a toggle link or the like. A seat assembly (140) is disposed above a utility box (185) (not shown) and is supported by the rear tubes (105CA, 105CB). A passenger grip (not shown) is provided posterior to the seat assembly (140) for pillion/passenger support.

[00041] Further, the vehicle (100) includes a front fender (150) covering at least a portion of the front wheel (115). In the present embodiment, a floorboard (145) is disposed at a step-through portion (ST and is supported by the main tube (105B) and a pair of floor frames (not shown). The user can operate the vehicle (100) by resting feet on the floorboard (145), in a sitting position. A rear fender (155) is covering at least a portion of the rear wheel (130). The vehicle (100) comprises of plurality of electrical/electronic components including a headlight (160A), a tail light (160B), a battery (not shown), a transistor controlled ignition (TCI) unit (not shown), an alternator (not shown), a starter motor (not shown). Further, the vehicle (100) may include a synchronous braking system, an anti-lock braking system.

[00042] The vehicle (100) includes plurality of panels including a front panel assembly (170A) that include a front panel disposed in an anterior portion of the head tube (105 A), a leg shield (not shown) is disposed in a posterior portion of the head tube (105A). A rear panel assembly (170B) includes a right side panel and a left side panel disposed below the seat assembly (140) and extending rearward from a rear portion of the floorboard (145) towards a rear portion of the vehicle (100). The rear panel assembly (170B) encloses the utility box 185. Also, the rear panel assembly (170B) partially encloses the power unit. The power unit including an IC engine (125) includes an air intake system (not shown), an air fuel supply system (not shown) that are coupled to an intake side of the IC engine (125). Also, the muffler (175) of the exhaust system (shown in Fig. 1 (b)) is coupled to exhaust side of the IC engine (125) and the exhaust system includes a muffler (175) extending towards one lateral side of the vehicle (100).

[00043] The IC engine (125) includes a cylinder body (not shown) and a cylinder head (125C). The cylinder body is mounted to a crankcase assembly (not shown) having a pair of crankcase that are capable of supporting various rotating components of the IC engine (125) including the crankshaft of the IC engine (125). The cylinder block mounted to the crankcase assembly further supports the cylinder head (125C). The cylinder body defines a cylindrical combustion chamber therein. The cylinder head (125C) includes plurality of valves that are selectively closed and opened to enable entry air fuel mixture into the combustion chamber and to send out the exhaust gas, formed due to combustion, into the exhaust gas treatment member, which is the muffler (175). The muffler (175) is functionally connected to the cylinder head (125C) through an exhaust pipe 180.

[00044] In the current implementation, the muffler (175) is disposed adjacent to the rear wheel (130) of the vehicle (100). The cylinder head (125C), of the forwardly inclined-type IC engine (125), includes an inlet port and an exhaust port (125CE). The inlet port is on one face of the cylinder head (125C), which is the upward face in the present implementation. The outlet port is on another face of the cylinder head (125C), which is downward face in the present implementation. The exhaust port (125CE) of the cylinder head (125C) is connected to a booster member (200) that is connected to the exhaust pipe (180). The exhaust port (125CE) sending exhaust gas from the combustion chamber to the exhaust pipe (180).

[00045] Fig. 2 (a) illustrates an enlarged side view of the exhaust system, in accordance with one implementation of the present subject matter. Fig. 2 (b) depicts an enlarged front view of a portion of the exhaust system, in accordance with the embodiment as depicted in Fig. 2 (a). Fig. 2 (a) depicts the cylinder head (125C) that is having a piston axis (P-PD) that is forwardly inclined. Fig. 2 (c) depicts an exploded view of the exhaust system. The cylinder head (125C) has an exhaust port (125CE) facing downward and disposed on a first face (Fl), which is downward facing side of the cylinder head (125C). A booster member (200) having one end connected to the exhaust port (125CE) and other end connected to an upstream end portion (180U) of the exhaust pipe (180), whereby the upstream end portion (180U) of the exhaust pipe (180) is functionally connected to the exhaust port (125CE). A downstream end (180D) of the exhaust pipe (180) is connected to a muffler (175). [00046] The cylinder head (125C) includes an exhaust passage portion (not shown), wherein the exhaust port (125CE has a receiving portion (126) to which the booster member (200) is mounted. The upstream end portion (200U) includes a cylindrical protruded portion (225) that is capable of being inserted into a receiving portion (126) of the exhaust port (125CE), and the booster member (200) is secured to the cylinder head (125C) through the first mounting portion (205) by using fasteners. In one implementation, the exhaust port (125CE) includes mounting portions for securing the booster member (200) through bolts. The mounting portions are disposed along a first mounting axis (A- AD) where A- AD is the axis passing substantially through the centre mounting / fastening axis of the first mounting provision. The booster member (200) includes a first mounting portion (205) comprising portions extending radially outward, from an outer periphery, about the circumference of the booster member (200), and the first mounting portion (205) includes mounting holes disposed along the first mounting axis (A- AD) whereby the booster member (200) aligns with the exhaust port (125CE) of the cylinder head (125C) for mounting. The second mounting portion (210) may include at least one fastening member (not shown), which is threaded type, integrally formed with the booster member (200). The upstream end portion (180U) of the exhaust pipe (180) is secured to the second mounting portion (210) through the at least one fastening member. Further, the booster member (200) defines a first path (PI) (shown in Fig. 2 (f)). The downstream end portion (200D) of the booster member (200) includes a second mounting portion (210) comprising portions extending radially outward about the circumference of the booster member (200). Further, the second mounting portion (210) includes mounting portions/holes disposed about a second mounting axis (B-BD). The first mounting axis (A- AD) is disposed at an acute angle (a) with respect to the second mounting axis (B-BD). Therefore, the booster member (200) provides ease of access for assembly/disassembly of the exhaust pipe (180) and for assembly/disassembly of the booster member (200) maintenance or otherwise. As shown in Fig. 2 (c), one or more fasteners (230) used for securing the booster member (200) to the cylinder head (125C) are assembled in a first orientation. Whereas, one or more fasteners (231) used for securing the exhaust pipe (180) to the booster member (200) are assembled in a second orientation, which is at an angle with respect to the first orientation. This enables in ease of accessing and for securing the fasteners (230, 231) without any interference. Furthermore, as shown in Fig. 2 (a), the exhaust pipe (180) requires minimum bending for mounting to the booster member (200.

[00047] The exhaust port (125CE) of the cylinder head (125C) may include a receiving portion (126) and at least one bolt receiving portion (127) disposed radially outward of the receiving portion (126). The at least one bolt receiving portion (127) is having a downstream end portion further downstream of a downstream end portion of the receiving portion (126). The booster member (200) includes a cylindrical protruded portion (225) received by the receiving portion (126) and the first mounting portion (205) is secured to at least one bolt receiving portion (127) for securing thereto.

[00048] In addition, the booster member (200), in one embodiment, is casted member that is easy to manufacture and can be adapted to have the first mounting portion (205) with respect to second mounting portion (210) at desired angle. In other words, the booster member (200) is having a substantially circular inner cross-section forming the first path (PI) and the outer profile is having twisted shape to adapt the orientation of the exhaust port (125CE) and the upstream end portion (300U) of the exhaust pipe (180). The outer profile, which is the twisted shape, does not alter the inner cylindrical profile of the booster member (200). In other embodiments, the inner profile of the booster member can be oval, ellipse of other non-uniform shapes to maximise acceleration of exhaust.

[00049] Fig. 2 (d) depicts one perspective view of the booster member (200), in accordance with the embodiment as depicted in Fig. 2 (b). Fig. 2 (e) depicts the cylinder head provided with the booster member. Fig. 2 (f) depicts another perspective view of the booster member (200), in accordance with the embodiment as depicted in Fig. 2 (c). The booster member (200) includes the first path (PI) that is extending along at least a portion of the booster member (200). The first path (PI) that functionally couples the exhaust port (125CE) to the exhaust pipe (180) is capable of substantially having a minimum length of 1.5 times of a diameter of the exhaust port (125CE) whereby it can be compactly mounted to even a lower facing side of the cylinder head (125), wherein the length mentioned herewith is the true length of the first path (PI). An upstream end portion (200U) of the booster member (200) is having an outer cylindrical profile that is received by the exhaust port (125CE). The first mounting portion (205) is having a substantially rhombus shaped cross-section that is provided with mounting apertures (206) disposed along the long axis of the rhombus shaped first mounting portion (205), substantially on diametrically opposite sides of said first mounting portion (205). Further, the booster member (200) includes a body portion (215) extending between the first mounting portion (205) and the second mounting portion (210), wherein the second mounting portion (210) is provided with another rhombus shaped profile that is having mounting apertures (206) for mounting the upstream end portion (180U) of the exhaust pipe (180).

[00050] Further, the path (PI) is having a substantially cylindrical cross-section, wherein the booster member (200) is capable of accelerating exhaust gas entering about the booster member (200). In one implementation, the booster member (200) is having a substantially cylindrical profile with a receding cross-sectional area (analogous to diameter) from upstream end portion (200U) towards a downstream end portion (200D). In other words, the radius/diameter of the path (PI) is maximum in proximity to the upstream end portion (200U) and is reducing either linearly or non-linearly moving away from the upstream end portion (200U) towards the downstream end portion (200D). Thus, the path (PI) accelerates the exhaust gas from the exhaust port (125CE) towards the exhaust pipe (180) thereby improving the performance of the engine (125) and the booster member (200) is having a ratio of an upstream end diameter to a downstream end diameter substantially in the range of 1 to 2. Thus, a gradually decrease or a step-decrease along the part accelerates the exhaust gas that is exiting the exhaust port (125CE) and the accelerated exhaust gas creates a pressure difference forcing any contaminants left out in the combustion chamber to be scavenged. Also, this improves the engine cycle performance due to the additional force created by the booster member (200) during the exhaust stroke. Further, the first path (PI) enables cleansing of the combustion chamber by accelerating the flow of the exhaust gas towards the exhaust pipe (180).

[00051] The booster member (200) may have a first path having a cylindrical cross-section with an upstream cross-section different from a downstream cross- section forming a stepped profile. The upstream cross-section of the booster member is provided with larger area than the downward cross-section of the booster member. Also, the booster member (200) may have plurality of stepped profiles instead of a smooth receding profile.

[00052] Considering the embodiment as depicted in Fig. 2 (g), a first cross- sectional area (Al) at the upstream end portion (200U) of the booster member (200) and a second cross-sectional area (A2) at the downstream end portion (200D, wherein the second cross-sectional (A2) area is substantially less than the first cross-sectional area (Al). Further, the first path (PI) includes a gentle curve (GC) profile whereby the orientation of the upstream end portion (200U) is curved towards the exhaust pipe (180) whereby the downstream end portion (200D) aligns with the upstream end portion (180U) of the exhaust pipe (180) thereby reducing the radius of curvature of the exhaust pipe (180) thereat. Further, the gentle curve (GC) provides minimum resistance to the flow of exhaust gas at the same time providing the accelerating function of the booster member (200). Further, the gentle curve (GC) enables reduction of exhaust noise.

[00053] Fig. 2 (h) illustrates a side view of selected parts of the vehicle (100) with booster member (200) employed in the exhaust system. The cylinder head (125C) is disposed between the rear tubes (105CA) of the frame member (105). The booster member (200) is connected to the lower facing side of the cylinder head (125C) that includes the exhaust port (125CE). The booster member (200) capable of accelerating the exhaust gas towards the exhaust pipe (180. Further, the gentle curve (GC) portion (shown in Fig. 2 (g)) of the booster member (200) enables transfer of exhaust gas with low resistance at the same time the exhaust pipe (180) also requires minimum curving thereby improving rigidity & ease of manufacturing cum assembly of the exhaust pipe (180). [00054] Further, the fasteners of the first mounting portion (205) and the fasteners of the second mounting portion (210) are accessible due to the angular offset in the orientation of the first mounting portion (205) and the second mounting portion (210). Also, the fasteners are easily accessible in an assembled condition of the vehicle (100).

[00055] Fig. 3 (a) depicts a perspective view of a booster member (300), in accordance with yet another embodiment of the present subject matter. The booster member (300) includes an upstream end portion (300U) and a downstream end portion (300D). The first mounting portion (305) and the second mounting portion (310) are disposed at an angular offset. The booster member (300) includes a body portion (315) connecting the upstream end portion (300U) and the downstream end portion (300D). The body portion (315) is provided with at least one port portion (320) that is in communication with the first path (PI) of the booster member (300). As the booster member (300) is mounted to the exhaust port (125CE) of the cylinder head (125C), the exhaust gases passing through the booster member (300) provide combustion related information from the exhaust gas through a sensor. Also, the port portion (320) enables mounting of a secondary air injection (SAI) pipe or an exhaust gas recirculation pipe, etc. The port portion (320) is capable of accommodating at least one of an oxygen sensor, a lambda sensor (400), a temperature sensor, or any other sensor used to identify the operational condition of the IC engine (125) for the purpose of closed loop or open loop control. In one implementation, the port portion (320) is a cylindrical boss extending upward from the body portion (315) of the booster member (300). The at least one port portion (320) is extending from on outer periphery till said first path (PI) to enable the sensor mounted thereat to come in contact with the exhaust gas flow about the first path (PI).

[00056] Fig. 3 (b) depicts a perspective view of the booster member (300) in an assembled condition, in accordance with the embodiment as depicted in Fig. 3 (a). The present implementation is employed with a lambda sensor (400) that electrically connected to a control means through a sensor cable (405). The lambda sensor (400) is mounted to the port portion (320) of the booster member (300). The booster member (300) provides feasibility to mount the lambda sensor (400) at a desired angle/ orientation for optimum functioning of the sensor.

[00057] Many modifications and variations of the present subject matter are possible within the spirit and scope of the present subject matter, in the light of above disclosure.

List of reference signs:

100 vehicle 205 first mounting portion

105 frame member 206 mounting aperture

105 A head tube 210 second mounting portion

5 105B main tube 211 mounting aperture

105CA/ 35 215 body portion

105CB rear tubes 225 cylindrical protruded portioi

110 handlebar assembly 226 pipe receiving portion

115 front wheel 230/

10 125 engine 231 fastener

125C cylinder head 40 300 booster member

125CE exhaust port 300D downstream end portion

126 receiving portion 300U upstream end portion

127 bolt receiving portion 305 first mounting portion

15 130 rear wheel 310 second mounting portion

140 seat assembly 45 315 body portion

150 front fender 320 port portion

155 rear fender 400 lambda sensor

160 A headlight 405 sensor cable

20 160B tail light Al first cross-sectional area

170A front panel assembly 50 A2 second cross-sectional area

170B rear panel assembly A-AD first mounting axis

175 muffler B-BD second mounting axis

180 exhaust pipe Fl first face

25 180B downstream end portion GC gentle curve

180U upstream end portion 55 P-PD piston axis

185 utility box PI first path

200 booster member ST step-through portion

200D downstream end portion a acute angle

30 200U upstream end portion

Claims

We claim:

1. An internal combustion engine (125) comprising:

a cylinder head (125C) having an exhaust port (125CE), said exhaust port (125CE) sending exhaust gas from a combustion chamber to an exhaust pipe (180);

an upstream end portion (180U) of said exhaust pipe (180) being functionally connected to the cylinder head (125C); and

a booster member (200, 300) connecting the upstream end portion (180U) of the exhaust pipe (180) to the exhaust port (125CE) of the cylinder head (125C), wherein said booster member (200, 300) is adapted to accelerate flow of exhaust gas from said cylinder head (125C) to said exhaust pipe (180).

2. The internal combustion engine (125) as claimed in claim 1, wherein said booster member (200, 300) includes a first path (PI) defined as a substantially cylindrical inner profile for flow of exhaust gas, said first path (PI) is having receding diameter in a downstream direction thereof, whereby exhaust gas entering said booster member (200, 300) is accelerated before entering the exhaust pipe (180).

3. The internal combustion engine (125) as claimed in claim 2, wherein said booster member (200, 300) includes said first path (PI) comprising a gentle curve (GC) profile changing orientation of said first path (PI) whereby the first path (PI) is curved towards the exhaust pipe (180).

4. The internal combustion engine (125) as claimed in claim 1 or claim 2, wherein said booster member (200, 300) includes a first path having a substantially cylindrical cross-section with an upstream cross-section different from a downstream cross-section forming a stepped profile, wherein said upstream cross-section of the booster member (200, 300) is provided with greater area than said downward cross-section of said booster member (200, 300).

5. The internal combustion engine (125) as claimed in claim 3, wherein said first path (PI) functionally couples the exhaust port (125CE) to the exhaust pipe (180) and said booster member (200) is having a ratio of an upstream end diameter to a downstream end diameter substantially in the range of 1 to 2, and said first path (PI) is substantially having a minimum length of 1.5 times a diameter of the exhaust port (125CE)

6. The internal combustion engine (125) as claimed in claim 1, wherein said exhaust port (125CE) of said cylinder head (125C) includes a receiving portion (126) and at least one bolt receiving portion (127) disposed radially outward of the receiving portion (126), said at least one bolt receiving portion (127) is having a downstream end portion further downstream of a downstream end portion of said receiving portion (126), and said booster member (200, 300) includes a cylindrical protruded portion (225) received by said receiving portion (126) and said first mounting portion (205) is secured to at least one bolt receiving portion (127) for securing thereto.

7. The internal combustion engine (125) as claimed in claim 6, wherein said second mounting portion (210) includes at least one fastening member integrally formed with said booster member (200, 300) and said upstream end portion (180U) of said exhaust pipe (180) is secured to the second mounting portion (210) through the at least one fastening member.

8. The internal combustion engine (125) as claimed in claim 6, wherein the first mounting portion (205) and said second mounting portion (210) are formed by protruding radially outward from an outer periphery of the booster member (200, 300), and said first mounting portion (205) and said second mounting portion (210) are provided with one or more mounting apertures (206, 211) to enable securing to said exhaust pipe (180) and to said exhaust port (125CE).

9. The internal combustion engine (125) as claimed in claim 6, wherein said first mounting portion (205) and said second mounting portion (210) are having a substantially rhombus shape and the mounting apertures (206, 211) are disposed along a long axes of the first mounting portion (205) and of second mounting portion (210).

10. The internal combustion engine (125) as claimed in claim 3 or claim 5, wherein said mounting apertures (206, 211) are disposed substantially on diametrically opposite sides of said first mounting portion (205) and of said second mounting portion (210), and a first mounting axis (A-AD) is passing through said mounting apertures (206) of the first mounting portion (205), and a second mounting axis (B-BD) is passing through said mounting apertures (211) of the second mounting portion (210), and said first mounting axis (A- AD) is disposed at an acute angle (a) with respect to the second mounting axis (B-BD).

11. The internal combustion engine (125) as claimed in claim 1 , wherein the booster member (200, 300) includes a pipe receiving portion (226) that is capable of receiving said upstream end portion (180U) of said exhaust pipe (180), and said upstream end portion (180U) is secured to said second mounting portion (210).

12. The internal combustion engine (125) as claimed in claim 1, wherein said booster member (300, 200) includes a body portion (215, 315) extending between the first mounting portion (205) and the second mounting portion (210), at least one port portion (320) provided at least partially about said body portion (215, 315), wherein said at least one port portion (320) is extending from on outer periphery of booster till said first path (PI).

13. The internal combustion engine (125) as claimed in claim 1 or 6, wherein said at least one port portion (320) is capable of accommodating at least one of known sensor capable of providing electronic signal, a secondary air induction (SAI) inlet, and an exhaust gas recirculation (EGR) inlet.

14. A vehicle (100) comprising of said internal combustion engine (125) as claimed in any of the preceding claims.

15. A booster member (200) for an internal combustion engine (125), said booster member (200) capable of connecting an exhaust pipe (180) to an exhaust port (125CE) of said internal combustion engine (125), said booster member comprising:

a first mounting portion (205) at an upstream end portion (200U, 300U) thereof and a second mounting portion (210) at a downstream end portion (200D, 300D) thereof, said upstream end portion (200U, 300U) includes a cylindrical protruded portion (225) capable of being inserted into a receiving portion (126) of said exhaust port (125CE), and the booster member (200, 300) capable of being secured to a cylinder head (125C) of said internal combustion engine (125) through said first mounting portion (205).