WO2024252007A1

WO2024252007A1 - Internal combustion engine system

Info

Publication number: WO2024252007A1
Application number: PCT/EP2024/065833
Authority: WO
Inventors: Barry MCCOOEY
Original assignee: Marine And Hazardous Engines Ltd
Current assignee: Marine And Hazardous Engines Ltd
Priority date: 2023-06-09
Filing date: 2024-06-07
Publication date: 2024-12-12
Anticipated expiration: 2025-12-09
Also published as: GB202308662D0; GB2630817A

Abstract

An internal combustion engine system including: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas. a casing which covers the exhaust manifold and maintains the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; and a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion.

Description

Title: Internal combustion engine system

Background

This invention relates to an internal combustion engine system. More particularly, but not exclusively, the invention relates to a casing which covers an exhaust manifold of an internal combustion engine of an internal combustion engine system.

An internal combustion engine requires fuel which undergoes combustion in the engine to produce energy. A by-product of this process is that emissions in the form of gases containing carbon monoxide, nitrogen oxide, hydrocarbons, particulates amongst others are produced. These emissions may be harmful to the environment, humans and animals.

Countries have emissions regulations that combustion engine systems must adhere to and which depend on the engine application, for example domestic vehicles, agricultural vehicles, marine vessels, industrial or non-industrial engines as well as the engine size and other factors. These regulations are different in each country or jurisdiction and are updated from time to time. For example, the latest EU regulation is 2016/1628, referred to as ‘Stage V’, which covers non-road machinery such as construction machinery, agricultural machinery and inland waterway vessels.

Over time, to meet the relevant emissions regulations which applied at the time, internal combustion engine systems have employed the use of various systems that reduce the amount of emissions.

For example, some of the older internal combustion engines which were entirely mechanical with no electronic control, included exhaust manifolds having a catalyst for converting elements from the exhaust gas into a more harmless form. In such systems, the exhaust manifold can reach high temperatures due to contact with the high temperature exhaust gas within it. In some examples, water coolant is circulated around the exhaust manifold to keep the external surface temperature of the exhaust manifold at a safe temperature.

Over time, other systems for tackling emissions were developed. These systems can include exhaust gas recirculation systems, engine management systems and aftertreatment systems. Aftertreatment systems may include one or more of a diesel oxidation catalyst (DOC) for reducing carbon monoxide and hydrocarbon emissions by converting them into carbon dioxide and water respectively, a diesel particulate filter (DPF) for reducing particulate emissions and/or a selective catalytic reduction (SCR) system for reducing NOx emissions by converting them into nitrogen, water and carbon dioxide. These aftertreatment systems require a minimum exhaust gas temperature to function correctly and efficiently.

In addition to emissions regulations, there are safety regulations that internal combustion engine systems must adhere to. Depending on the intended use of the engine, these safety regulations may include limits on the maximum permitted temperature of any exposed surfaces of the internal combustion engine. The UN Convention for Safety of Life at Sea specifies that no surface of an exposed component may exceed 220°C. The exhaust gases passing through the engine components, particularly the exhaust manifold, can reach very high temperatures. During use, the exhaust manifold can reach temperatures high enough that the metal turns red hot.

For agricultural vehicles, the exhaust manifold surface is not accessible during use, as the combustion engine is normally enclosed within a casing or cover, therefore a person is unlikely to come into contact with the hot surfaces. Thus, existing regulations do not place a requirement on the surface temperature of the exhaust manifold.

Engines for use in marine applications can be very large whilst space on board the marine vessel is limited. The engine room space is typically very restricted and the engine takes up a large proportion of the space available, leaving little room for the operator to access and work on the engine. There is a risk that operators may come into close contact with engine parts while the engine is running, so it is important that the surface temperature of the exhaust manifold is kept at a safe temperature, to prevent the operator from being injured. The safety regulations thus place a requirement that any exposed parts of the engine are not higher than 220 °C during use.

Internal combustion engines can also be used as generators.

In marine and other applications as described above water cooling systems have been used in the prior art to cool the hot surface of the exhaust manifold. However, an issue with such arrangements is that the temperature of the exhaust gases leaving the exhaust manifold may decrease, and thus adversely affect operation of the aftertreatment system causing the engine to emit more emissions than would otherwise be the case if the aftertreatment system was working adequately. Such an arrangement may employ additional systems to reheat the exhaust gas after it is cooled by the water cooling system employed on the exhaust manifold before the exhaust gas passes downstream to the aftertreatment system. This can lead to additional fuel and energy being expended to reheat the exhaust gas. Such arrangements may also employ thermal blankets to insulate to the exhaust manifold but these suffer from heat creep over time and also reach unsafe temperatures. The present invention seeks to provide an internal combustion engine system that overcomes the problems and disadvantages of current internal combustion systems described above.

Brief description of the invention

According to an aspect of the present disclosure there is provided an internal combustion engine system including: an internal combustion engine including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, a casing which covers the exhaust manifold and maintains the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; and a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion.

Optionally or preferably wherein the insulation cavity includes an insulative gaseous fluid, optionally or preferably the insulative gaseous fluid is air.

Optionally or preferably wherein the heat transfer cavity includes a heat transfer medium, optionally or preferably the heat transfer medium includes liquid, e.g., the liquid includes water.

An internal combustion engine system according to the preceding aspect for use in a marine vessel, the system including: a heat transfer system including a first heat exchanger, the first heat exchanger including: a first input, which is downstream of the casing, for receiving relatively warm heat transfer medium from the heat transfer cavity, a first output, which is upstream of the casing, for outputting relatively cool heat transfer medium, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the first heat exchanger is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

Optionally or preferably wherein the system includes a turbocharger system, optionally or preferably the turbocharger system is located above the cylinder head of the internal combustion engine.

Optionally or preferably including a heat transfer system including a second heat exchanger, or the heat transfer system including a second heat exchanger, the second heat exchanger including: a first input for receiving relatively warm air outputted by the turbocharger system, a first output, connected to an inlet of the internal combustion engine, for outputting relatively cool air to said inlet, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the second heat exchanger is configured to transfer heat from the relatively warm air passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

Optionally or preferably wherein the first heat exchanger and second heat exchanger are fluidly connected such that the second output of the second flow path of the first heat exchanger is connected to the second input of the second flow path of the second heat exchanger.

Optionally or preferably wherein the internal combustion engine includes a heat transfer system including a heat transfer medium for cooling the internal combustion engine, and optionally or preferably the heat transfer cavity is fluidly connected to the heat transfer system of the internal combustion engine so that the heat transfer medium cools the internal combustion engine and cools the second portion during use.

Optionally or preferably wherein the first output of the first heat exchanger is connected to the heat transfer system of the internal combustion engine to provide the relatively cool heat transfer medium thereto.

Optionally or preferably wherein the heat transfer system includes: a first conduit for receiving relatively warm heat transfer medium from the internal combustion engine which is fluidly connected to the first input of the first heat exchanger; a second conduit for receiving relatively warm heat transfer medium from the casing which is connected to the first conduit so that the relatively warm heat transfer medium from the casing passes through the first conduit to the first input of the first heat exchanger.

Optionally or preferably wherein the second output of the first or second heat exchanger exhausts the relatively warm marine water away from the marine vessel, optionally or preferably the relatively warm marine water is exhausted into the sea.

Optionally or preferably including a pump for circulating the marine water through the heat transfer system.

Optionally or preferably wherein the pre-determined temperature is at least 350°C; optionally or preferably the pre-determined temperature is between 350 °C and 650 °C; optionally or preferably the pre-determined temperature is between 600 °C and 650 °C; optionally or preferably the pre-determined temperature is 650 °C.

Optionally or preferably wherein the casing is attached to the internal combustion engine about the one or more exhaust ports, optionally or preferably the internal combustion engine includes a cylinder head to which the casing is attached through fasteners that extend through the one or more of exhaust ports.

Optionally or preferably wherein the casing only contacts the exhaust manifold about the plurality of exhaust ports.

Optionally or preferably wherein the exhaust manifold is fluidly sealed with respect to the insulation cavity, optionally or preferably the heat transfer cavity and insulation cavity are fluidly sealed with respect to each other.

Optionally or preferably an internal combustion engine system according to any preceding aspect including an aftertreatment system for treating the exhaust gas, optionally or preferably the aftertreatment system includes an inlet for receiving exhaust gas, wherein a temperature sensor is provided at the inlet or in the aftertreatment system and connected to the electronic control unit to provide the temperature of the exhaust gas, and optionally or preferably the aftertreatment system includes a catalyst, and optionally or preferably the aftertreatment system includes one or more of a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and/or a selective catalytic reduction (SCR) system.

Optionally or preferably including one or more of the following: a) wherein the exhaust manifold does not contain a catalyst; b) wherein the cross-sectional area of the insulation cavity varies along a lengthwise direction of the casing and/or the shape of cross-sectional area of the insulation cavity changes along a lengthwise direction of the casing; c) wherein the cross-sectional area of the heat transfer cavity varies along a lengthwise direction of the casing and/or the shape of cross-sectional area of the heat transfer cavity changes along a lengthwise direction of the casing. d) wherein the casing includes first and second parts that are connected together, optionally or preferably the first and second parts each have an inwardly open face extending in a lengthwise direction and the first and second parts are connected about their inwardly open faces.

Optionally or preferably wherein the insulation and/or heat transfer cavities are defined by the first and second parts, optionally or preferably the first and second parts each define portions of the insulation and heat transfer cavities which are placed into sealed fluid communication when the first and second parts are connected together.

Optionally or preferably wherein the first part is attached to the internal combustion engine, optionally or preferably the cylinder head of the internal combustion engine.

Optionally or preferably wherein the internal combustion engine includes an electronically controlled fuel injection common rail system.

Optionally or preferably wherein the electronic control unit maintains the exhaust gas at the predetermined temperature by adjusting a fuel to air ratio of the internal combustion engine.

Optionally or preferably wherein the casing is manufactured using a casting process or an additive manufacturing process.

Optionally or preferably wherein the casing includes a coating for reflecting radiative heat, optionally or preferably the first portion includes the coating on an inwardly facing surface thereof which defines the insulation cavity.

Optionally or preferably wherein the electronic control unit controls the operation of the internal combustion engine and the aftertreatment system. According to an aspect of the present disclosure we provide a marine vessel including the internal combustion engine system of any preceding aspect.

According to an aspect of the present disclosure we provide a generator including the internal combustion engine system of any one of the preceding aspects.

According to an aspect of the present disclosure, the internal combustion engine system may be for propulsion or an auxiliary drive I engine.

According to an aspect of the present disclosure we provide an internal combustion engine system for use in a marine vessel, the system including: an internal combustion engine including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas; a turbo ch arg er system connected to the internal combustion engine; a heat transfer system for cooling the internal combustion engine including: a first heat exchanger, the first heat exchanger including: a first input for receiving a relatively warm heat transfer medium from internal combustion engine, a first output for outputting relatively cool heat transfer medium, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the first heat exchanger is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use, a second heat exchanger connected to the first heat exchanger and positioned downstream thereof, the second heat exchanger including: a first input for receiving relatively warm air outputted by the turbocharger system, a first output, connected to an inlet of the internal combustion engine, for outputting relatively cool air to said inlet, and a first flow path therebetween; a second input fluidly connected to the second output of the first heat exchanger to receive the relatively warm marine water, a second output for outputting relatively warmer marine water, and a second flow path therebetween; wherein the second heat exchanger is configured to transfer heat from the relatively warm air passing through the first flow path to the relatively warm marine water passing through the second flow path during use.

According to an aspect of the present disclosure we provide a method of adapting an internal combustion engine system for a first application to make it suitable for use in a second application, wherein the internal combustion engine system includes: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, and wherein the method includes: a) providing a casing for covering the exhaust manifold and which is for maintaining the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion, and b) attaching the casing to the internal combustion engine so that the casing surrounds at least a portion of the exhaust manifold to provide the adapted internal combustion engine system for use in a second application.

According to an aspect of the present disclosure we provide a method of providing an internal combustion engine system for use in a marine vessel by adapting an internal combustion engine system certified for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V to make it suitable for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V in a marine vessel, wherein the internal combustion engine system includes: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine ;and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, and wherein the method includes: a) providing a casing for covering the exhaust manifold and which is for maintaining the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion; and b) attaching the casing to the internal combustion engine so that the casing surrounds at least a portion of the exhaust manifold to provide the adapted internal combustion engine system for use in a second application.

Optionally or preferably a method according to any preceding aspect including: c) providing a heat transfer system for cooling the internal combustion engine, including a first heat exchanger, the first heat exchanger including: a first input, which is downstream of the casing, for receiving relatively warm heat transfer medium from the heat transfer cavity, a first output, which is upstream of the casing, for outputting relatively cool heat transfer medium, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the first heat exchanger is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

A method according to any preceding aspect optionally or preferably including: d) providing a second heat exchanger, the second heat exchanger including: a first input for receiving relatively warm air outputted from a turbocharger connectable to the internal combustion engine system, a first output, connected to an inlet of the internal combustion engine, for outputting relatively cool air to said inlet, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the second heat exchanger is configured to transfer heat from the relatively warm air passing through the first flow path to the relatively cool marine water passing through the second flow path during use, and optionally or preferably connecting the second heat exchanger to the first heat exchanger downstream therefrom so that the second output of the first heat exchanger is connected to the second input of the second flow path of the second heat exchanger, and providing the relatively cool air from the first output of the second heat exchanger to an inlet of the internal combustion engine.

A method according to any preceding aspect optionally or preferably including one or more of the following: e) providing a first conduit for receiving relatively warm heat transfer medium from the internal combustion engine and fluidly connecting the first conduit to the first input of the first heat exchanger; and providing a second conduit for receiving relatively warm heat transfer medium from the casing and fluidly connecting the second conduit to the first conduit so that the relatively warm heat transfer medium from the casing passes through the first conduit to the first input of the first heat exchanger; f) configuring the second output of the first or second heat exchanger to exhaust the relatively warm marine water away from the marine vessel, optionally or preferably the relatively warm marine water is exhausted into the sea; g) providing a pump for circulating the marine water through the heat transfer system.

A method according to any preceding aspect optionally or preferably wherein step b) of the method includes removing material from parts of the exhaust manifold so that the casing can be attached to the exhaust manifold, optionally or preferably the material is removed from one or more exhaust ports of the exhaust manifold about which the casing is attached to the internal combustion engine.

A method according to any preceding aspect optionally or preferably wherein the first application is for use in a non-road machinery application, optionally or preferably an industrial application, and the second application is for use in a marine vessel, or for use as part of a generator. The second application may be for propulsion or an auxiliary drive I engine.

A method according to any preceding aspect optionally or preferably wherein the internal combustion engine system being adapted is an internal combustion engine system certified for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V, and/or the internal combustion engine system includes an aftertreatment system for treating the exhaust gas.

A method according to any preceding aspect optionally or preferably wherein the aftertreatment system includes a catalyst, optionally or preferably the aftertreatment system includes one or more of a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and/or a selective catalytic reduction (SCR) system.

A method according to any preceding aspect, wherein the casing includes first and second parts that can be connected together, wherein step b) of the method includes: i) attaching the first part of the casing to the internal combustion engine, optionally or preferably the internal combustion engine includes a cylinder head to which the first part of the casing is attached; ii) attaching the exhaust manifold to the first part and the internal combustion engine so that a portion of the first part is located between the internal combustion engine and the exhaust manifold; and iii) attaching the second part of the casing to the first part of the casing, so that the first and second parts of the casing form the first portion and second portion.

A method according to any preceding aspect, wherein the internal combustion engine includes a heat transfer system including a heat transfer medium for cooling the internal combustion engine or the heat transfer system includes a heat transfer medium for cooling the internal combustion engine and the method includes fluidly connecting the casing to the heat transfer system of the internal combustion engine so that the heat transfer medium cools the internal combustion engine and cools the second portion during use.

A method according to any preceding aspect, wherein the method includes steps to adapt the internal combustion engine system so that the internal combustion engine system corresponds to the system of any one of the preceding aspects.

According to an aspect of the present disclosure we provide a kit of parts for adapting a non-road machinery or an industrial internal combustion engine including: a casing for covering the exhaust manifold of the internal combustion engine, including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion, and wherein the casing includes first and second parts that can be connected together.

Brief description of the figures

Embodiments of the invention will be set out below by way of example only with reference to the accompanying figures, of which:

Figure 1 is a perspective view of an internal combustion engine system embodying an aspect of the present disclosure;

Figure 2 is a different perspective view of the internal combustion engine system of figure 1 with certain components not shown;

Figure 3 is the same perspective view as figure 2 with certain components not shown;

Figure 4 is the same perspective view as figures 2 and 3 with certain components not shown;

Figure 5 is an exploded view of certain components of the system shown in the preceding figures;

Figure 6a is a perspective view of the exhaust manifold and cylinder head of the engine shown in the preceding figures with certain components not shown; Figure 6b is a perspective view of the exhaust manifold and cylinder head shown in figure 6a with a casing embodying an aspect of the present disclosure attached thereto;

Figure 6c is an exploded view of the exhaust manifold and cylinder head shown in 6b with the casing attached thereto.

Figure 7a is a perspective view of the exhaust manifold and casing attached thereto of the system shown in the preceding figures;

Figure 7b is a perspective view showing the exhaust manifold and casing of figure 7a from a different side thereof;

Figure 8 is a schematic cross-sectional view of the components shown in figures 6a and 6b;

Figures 9a to 9b are cross-section cut away views of the components shown in figures 7a and 7b at four different points respectively;

Figure 10a is a perspective view of the internal side of a first part of the casing of the system shown in the preceding figures;

Figure 10b is a perspective view of the external side of the first part shown in figure 10a;

Figure 11 a is a perspective view of the internal side of a second part of the casing of the system shown in the preceding figures;

Figure 11 b is a perspective view of the external side of the second part shown in figure 11 a; and

Figure 12 is a schematic diagram illustrating the various components of the system shown in the preceding figures;

Figure 13 is a perspective view of a further embodiment of the present disclosure;

Figure 14 is a different perspective view of the further embodiment of figure 13 including images of specific sections;

Figure 15 is a different perspective view of the further embodiment of figures 13 and 14; and Figure 16 is a schematic view of an embodiment of an internal combustion engine system according to the present disclosure.

Detailed description of the invention

With reference to figures 1 to 4, and 12, a first embodiment of an internal combustion engine system 10 is shown. In figure 1 an internal combustion engine 12 is shown together with an aftertreatment system 14. In figures 2-4 the internal combustion engine system 10 is shown without the aftertreatment system 14. The internal combustion engine system 10 is suitable for a marine engine and may also be used as part of a generator subject to any suitable modifications as will be understood by the skilled person in light of the present disclosure.

The internal combustion engine system 10 includes an internal combustion engine 12. The engine 12 includes an exhaust manifold 22, an electronic control unit 23, and a casing 24 which covers the exhaust manifold 22. The system 10 includes an aftertreatment system 14. The exhaust manifold 22 receives exhaust gas produced by the internal combustion engine 12 during use. The exhaust manifold 22 includes exhaust ports 30 through which the exhaust gas enters the exhaust manifold 22 from the internal combustion engine 12. The electronic control unit 23 controls operation of the internal combustion engine 12 and is configured to receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold 22 and operate the internal combustion engine 12 to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system 14 to remove emissions from the exhaust gas. The pre-determined temperature may be at least 350°C, more particularly the pre-determined temperature may be between 350°C and 650°C, even more particularly the pre-determined temperature may be between 600°C and 650°C, even more particularly the pre-determined temperature may be 650°C.

Referring to figure 8, the internal combustion engine systemI O includes a casing 24 that is shown in schematic view in cross-section of the casing 24. The casing 24 includes a first portion 50 which surrounds the exhaust manifold 22 to define an insulation cavity 54 between the first portion 50 and the exhaust manifold 22. The casing 24 includes a second portion 52 connected to the first portion 50. The second portion 52 surrounds the first portion 50 to define a heat transfer cavity 56 between the second portion 52 and the first portion 50. The heat transfer cavity 56 is configured to transfer heat away from the second portion 52 as will be described. In examples, the second portion 52 may form an external surface 28 of the casing 24. Surface 28 is an exposed surface of the engine 12 and system 10. The portions 50, 52 are formed by respective walls of the casing 24 as best seen in figures 9a-9d and figure 6b. The heat transfer cavity 56 is adjacent the insulation cavity 54. In this example, the heat transfer cavity 56 surrounds the entire insulation cavity 54 but it may only surround some of the insulation cavity 54 in other examples.

In this example, the internal combustion engine 12 is a John Deere 6090 Industrial Diesel Engine. It should be understood that other types of internal combustion engine suitable for a given application may be used as part of the internal combustion engine system 10 without departing from the scope of the present disclosure. The internal combustion engine may include an electronically controlled high pressure common rail fuel injection system.

The exhaust manifold 22 is a hollow part which collects exhaust gas from the engine 12 and transports the collected exhaust gas downstream to the aftertreatment system 14 as will be described. In examples, the exhaust manifold 22 has no operative or active components that interact or react with the exhaust gas. For example, there is no catalytic element or other active substance disposed in the exhaust manifold 22.

As best seen in figure 5, the exhaust manifold 22 is generally elongate shaped with a tubular main section 22a from which the exhaust ports 30 extend transversely compared to the longitudinal axis of the main tubular section 22a. A passage 22b extends upwardly away from the main section 22a and is in fluid communication with the main section 22a so that exhaust gases entering the exhaust ports 30 are collected in the passage 22b during use. The passage 22b has an exhaust outlet 34 from which the exhaust gases are outputted downstream of the exhaust manifold 22. The exhaust ports 30 are generally tubular members with openings 31 at their ends for receiving exhaust gases from respective cylinders (not shown) within the engine 12. The exhaust ports 30 have flange portions 30a which extend radially away from the ends of the exhaust ports 30. It should be understood that the exhaust manifold 22 is configured for the particular design of engine 12 and other shapes or configurations of exhaust manifold 22 may be used without departing from the scope of the present disclosure.

The exhaust outlet 34 is fluidly connected to the aftertreatment system 14. In examples, the internal combustion engine system 12 may include an exhaust gas recirculation (EGR) system 18. Where provided, the exhaust manifold 22 has a second outlet, EGR outlet 36 (best seen in figure 7a), which is connected to the EGR system 18 to transport a portion of the exhaust gas collected by the exhaust manifold 22 to the EGR system 18.

The casing 24 is attached to the internal combustion engine 12 through the exhaust manifold 22. In examples, this attachment is achieved by fixing the casing 24 to the engine 12 about the plurality of exhaust ports 30. For example, fasteners 46 may extend through respective openings of the casing 24 and portions of the exhaust ports 30, e.g. flange portions 30a thereof where provided, to attach the casing 24 to the engine 12 with the exhaust manifold 22 positioned between the casing 24 and the rest of the engine 12. In examples, a gasket 26 may be located on the outside of the part of the casing 24 which is adjacent the rest of the engine 12 to provide a seal around this connection.

In more detail, in examples, the internal combustion engine 12 includes a cylinder head 20 and the casing 24 is attached thereto by using fasteners 46 that extend through the plurality of exhaust ports 30, e.g. flange portions 30a where provided in examples. In examples, the gasket 26 may be located between the casing 24 and the cylinder head 20 to create a seal therebetween. In some examples, the casing 24 may be arranged so that it only directly contacts the exhaust manifold 22 about the plurality of exhaust ports 30 and does not contact any other port of the exhaust manifold 22. The exhaust manifold 22 does not contain a catalyst.

The internal combustion engine system 10 may include a turbocharger system 16. Referring to figure 4, this is shown located above the exhaust manifold 22. In other examples, the turbocharger system 16 may be located elsewhere depending on the engine design without departing from the scope of the present invention. The turbocharger system 16 has an inlet 16a for receiving exhaust gas to drive a turbine in order to draw in and compress air for feeding into the internal combustion engine 12 so that the engine combusts more fuel for increased power output. The turbocharger system 16 has an exhaust from which exhaust gas leaves. The exhaust from system 16 is connected to the aftertreatment system 14 which receives the exhaust gas for treatment. The turbocharger system 16 may include twin turbochargers, which may include one fixed turbocharger and one variable geometry turbocharger (VGT), as is known in the art.

Figure 6a shows the cylinder head 20 attached to the exhaust manifold 22 without the casing 24 in place and the other components of the system 10 omitted. Figure 6b shows the cylinder head 20 attached to the exhaust manifold 22 but with the casing 24 in place. Fig 6c shows an exploded view of the exhaust manifold 22 and cylinder head 20 with the casing 24 attached thereto, with the gasket 26 also shown. The cylinder head 20 has cylinder head outlets 32 that correspond to the cylinders of the engine 12. The cylinder head outlets 32 are fluidly connected to corresponding exhaust ports 30 so that exhaust gas can flow from the cylinders of the cylinder head 20 to the exhaust manifold 22.

The electronic control unit 23 controls the operation of the internal combustion engine 12. The electronic control unit 23 is configured to receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold 22. The electronic control unit 23 may also receive information from other sources including temperature sensors located in the internal combustion engine 12. The temperature sensor is located after the exhaust outlet 34 and before the inlet of the aftertreatment system 14. Preferably, the temperature sensor is located immediately before the inlet of the aftertreatment system 14.

Referring to figures 7a and 7b, these respectively show, with respect to the cylinder head 20, the externally facing (fig 7a) and inwardly facing (fig 7b) surfaces of the casing 24 and the exhaust manifold 22 in isolation from the rest of the system 10. The casing 24 covers the exhaust manifold 22. The casing 24 maintains the temperature of the exhaust gas flowing through the exhaust manifold 22 during use as will be described in more detail below. In this example, the whole of the exhaust manifold 22 is surrounded by the casing 24. In other examples, a different amount of the exhaust manifold 22 may be surrounded by the casing 24, e.g. depending on whether the portion is exposed to contact by an operator and/or whether the amount of the exhaust manifold 22 is surrounded to maintain the temperature of the exhaust gas flowing through the exhaust manifold 22 at a satisfactory level without departing from the scope of the disclosure.

In examples, the casing 24 is manufactured using a casting process or an additive manufacturing process, but any other suitable manufacturing process may be used. The casing 24 is made from cast iron, although it may be manufactured using any material suitable for the intended environment.

The casing 24 has a generally rectangular shaped section 24a, in which the main section 22a of the exhaust manifold 22 is located, and an upwardly extending part 24b, which extends from an upper surface of the section 24a, in which the passage 22b of the exhaust manifold 22 is located in part 24b. Part 24b terminates in an opening adjacent and in communication with exhaust outlet 34 in part 24b. Part 24b terminates in an opening adjacent and in communication with exhaust outlet 34.

The casing 24 may optionally include a coating for reflecting radiative heat. For example, an inwardly facing surface of the casing 24 which faces the exhaust manifold 22, e.g. the first portion 50 may include such a coating on its inwardly facing surface which defines the insulation cavity 54. The coating may be a protective coating. This has the effect of reflecting radiative heat away from the casing 24 to minimise heating thereof.

The insulation cavity 54 insulates the exhaust manifold 22 with respect to the casing 24. This ensures that the temperature of the exhaust gas within the exhaust manifold 22 is not adversely affected by the presence of the casing 24. In examples, the insulation cavity 54 may include an insulative gaseous fluid, e.g. air. In examples, the insulation cavity 54 may be under a vacuum with little to no fluid therein. The insulation cavity 54 may be fluidly sealed in examples but need not be in other examples. Referring to figures 7a and 7b, the heat transfer cavity 56 includes a heat transfer medium. In examples, the heat transfer medium may be a liquid, e.g. a liquid coolant based on glycol. The heat transfer cavity 56 includes an inlet 40 and an outlet 42 for the heat transfer medium to enter and exit the heat transfer cavity 56 respectively. The heat transfer cavity 56 and insulation cavity 54 are fluidly sealed with respect to each other. The heat transfer cavity 56 may take the form of a single continuous cavity that varies in cross-sectional area as it extends along the length of the casing 24. The cavity 56 is fluidly connected and fully formed when the casing 24 is assembled. This is best seen in figures 9a to 9d which show cross-sections at different points along the length of the casing 24 and exhaust manifold 22, with the casing 24 surrounding the exhaust manifold 22. The cross- sectional area and the shape of the cross-sectional area of the heat transfer cavity 56 changes along a lengthwise direction of the casing 24.

Referring to figure 9a, at this point the cross-sectional shape of the heat transfer cavity 56 is generally C-shaped which follows around a portion of the main section 22a. In figure 9b, relative to that shown in figure 9a, is point further along the main section 22a and into the page, the cross-sectional shape of the heat transfer cavity 56 has two separate parts 56a, 56b fluidly connected together. Part 56a is positioned to one side of the exhaust manifold 22 and extends generally vertically to accommodate the shape of the exhaust port 30 and the ERG outlet 36. Part 56b is positioned to the opposite side of exhaust manifold 22 compared to part 56a. It is generally rectangular shaped and is adjacent the ERG outlet 36. Figures 9c and 9d show points further along in the same direction compared to figure 9b and show that the cross-sectional shape of the heat transfer cavity 56b at these points is generally L-shaped.

Although, in this example, the heat transfer cavity 56 is formed as a single cavity having a certain shape, this may differ in other examples to accommodate, for example, the shape of the exhaust manifold for a particular engine and/or other components of a particular engine near the exhaust manifold where a different engine is used with the present invention. In examples, the heat transfer cavity 56 may comprises multiple branches or spaces which are fluidly connected through channels or other means provided that they fluidly connected the inlet 40 to the outlet 42.

The cross-sectional area and/or shape of the insulation cavity 54 varies along a lengthwise direction of the casing 24 to follow or accommodate the shape of the exhaust manifold 22 in a similar manner to the heat transfer cavity 56.

It should be understood that the shape of the first portion 50 and second portion 52, and therefore the insulation cavity 54 and heat transfer cavity 56, can take any form and does not need to take the form of the casing 24 shown in the figures. The shape of the cross-section of the casing 24 may vary depending on the geometry of other components that surround the exhaust manifold 22 in the internal combustion engine system 10.

It should be understood that the casing 24 may be made of a single part, or multiple parts depending on the shape required to fit onto the internal combustion engine 12 and the preferred manufacturing method.

In this example, the casing 24 includes a first part 60 and second part 70 that are connected together.

Referring to figures 10a, 10b these show respective opposite internally facing (fig. 10a) and externally facing (fig. 10b) sides of the first part 60 in perspective view. Referring to figures 11 a, 11 b, these show opposite internal (fig. 11 a) and external (fig. 11 b) sides of the second part 70 in perspective view.

The first part 60 has an inwardly open face 62 and the second part 70 has an inwardly open face 72. The open faces 62, 72 each extend in a lengthwise direction in relation to their respective parts 60, 70. The first and second parts 60, 70 are connected about the open faces 62, 72. The first and second parts 60, 70 are configured to mate together and form an enclosed space in which the exhaust manifold 22 is positioned. Each of the parts 60, 70 define respective parts of the insulation cavity 54 and heat transfer cavity 56 and when the parts 60, 70 are connected together the insulation and heat transfer cavities 54, 56 are completed whilst being sealed with respect to each other.

The first part 60 is formed as one half of the casing 24. The first part 60 has a wall section 60a which defines openings 61 spaced apart along its length and which mate or communicate with respective exhaust ports 30. The wall section 60a includes openings 66 through which fasteners 46 extend to permit attachment of the first part 60 to the engine 12 as will be described. The wall section 60a includes inwardly extending walls 60b which extend around the periphery of the wall section 60a to define a partially enclosed space that is open in an inwardly facing direction. This space defines portions of the insulation cavity 54 when the first and second parts 60, 70 are connected together. The wall section 60a includes an internal cavity 60’a which extends around the inside of the wall section 60a.

The first part 60 includes an upper section 61 connected to the top side of the wall section 60a. This upper section 61 has a portion 61 a defining a half-section for receiving the passage 22b. The upper section 61 has a rectangular-shaped box section 61 b connected to the portion 61 a and extends lengthwise away therefrom. The box section 61 b defines a partially enclosed space (which forms part of the cavity 60’a) that is open in the inwardly facing direction of the first part 60. This box section 61 b defines part of the heat transfer cavity 56 when the first and second parts 60, 70 are connected together. Similarly, extending away from an opposite side of the portion 61 a to where the box section 61 b is connected, a section 61 c forms a smaller wedge shaped enclosed space that is open in the inwardly facing direction of the first part 60 to define another part of the cavity 60’a which partially forms the heat transfer cavity 56 when the first and second parts 60, 70 are connected together.

The first part 60 includes formations 64 for receiving fasteners (not shown) which extend from openings in an external surface of the first part 60 and terminate in openings at the inwardly open face 62. These formations 64 are threaded and communicate with corresponding formations 74 in the second part 70. The formations 64, 74 permit fasteners 46’, e.g. nuts and bolts, to be used to hold the first and second parts 60, 62 together.

The second part 70 is formed as one half of the casing 24. The second part 70 is formed in a similar way to first part 60 and shares many common features which are denoted by the same reference numeral with the addition of 10. The second part 70 is formed its shape and internal structure cooperates and follows the shape and internal structure of the first part 60 so that the two parts 60, 70 mate together about their open faces to form the insulation and heat transfer cavities 54, 56 which are sealed with respect to each other. The parts 60, 70 effectively enclose the insulation and heat transfer cavities 54, 56 in this way. The second part 70 will not be described in any more detail here as its shape and construction will be readily understood based on the preceding description of the first part 60.

Respective parts of the wall sections 60a, 60b, 70a, 70b form the first portion 50 which surrounds the exhaust manifold 22 to form the insulation cavity 56. Respective parts of the wall sections 60a, 60b, 70a, 70b, similarly form the second portion 52 which surrounds the insulation cavity 56.

In the example shown in the figures, the insulation and heat transfer cavities 54, 56 have partial sections that are defined by respective portions of the first and second parts 60, 70 that are placed into sealed fluid communication when the first and second parts 60, 70 are connected together. Referring to figure 6c, a seal 65 is shown, for providing a fluid tight seal between the first and second parts 60 and 70. The seal 65 may be made from an elastomeric material in examples. However, in other examples, one or both of the insulation cavity 54 and heat transfer cavity 56 may be defined solely by the first part 60 or the second part 70 without departing from the scope of the present disclosure.

It should be understood that the casing 24 may be formed by having two or more parts at any location which are formed through different planes compared to the first and second parts 60, 70 which form the casing 24 shown in the figures. Figure 6b shows the first part 60 attached to the cylinder head 20 of the internal combustion engine 12. First part 60 is attached to the cylinder head 20 of the internal combustion engine 12 using fasteners 46 through opening 66 and into threaded holes in the cylinder head 20. It should be understood that different methods of attachment can be used without departing from the inventive concept.

In some examples, the internal combustion engine 12 includes a heat transfer system 80 in the form of an engine coolant system as widely provided on engines. Such a system 80 includes a heat transfer liquid, e.g. an engine coolant such as a liquid coolant based on glycol, for cooling the internal combustion engine 12. In examples, the heat transfer liquid may be circulated to flow through the heat transfer cavity 56 and function as the heat transfer medium within the casing 24. In such examples, the heat transfer cavity 56 of the casing 24 is fluidly connected to the heat transfer system 80 so that the heat transfer liquid cools the internal combustion engine 12 and cools the second portion 52 during use. Alternatively, the heat transfer cavity 56 may be fluidly connected to a second heat transfer system, separate from the heat transfer system 80, which cools the heat transfer medium after it has passed through the heat transfer cavity 56 and then recirculates the cooled heat transfer medium into the heat transfer cavity 56.

Figures 13 to 16 which show a further example embodying aspects of the previously described examples and includes further aspects as will be presently described. Common features between the examples will not be described in detail for brevity. Figures 13 to 15 are various perspective views of the internal combustion engine system and figure 16 is a schematic drawing illustrating the interaction between the components of the system.

The internal combustion engine system includes a particular arrangement of heat transfer system 80 for use of the system in marine vessels. The heat transfer system 80 is arranged to use marine water from outside of the marine vessel, e.g. sea water, as a heat sink to absorb heat from other fluids in the internal combustion engine system as will be described.

The heat transfer system 80 may include a first heat exchanger 100. The first heat exchanger 100 includes a first input 102, first output 104, second input 106 and second output 108. The first input 102, which is downstream of the casing 24, is for receiving relatively warm heat transfer medium from the heat transfer cavity 56. The first output 102, which is upstream of the casing 24, is for outputting relatively cool heat transfer medium. There is a first flow path between the first input 102 and first output 104. The second input 106 is for receiving relatively cool marine water. The second output 108 is for outputting relatively warm marine water. There is a second flow path 112 between the second input 106 and second output 108. The first heat exchanger 100 is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

In this example, the heat transfer system 80 may include a second heat exchanger 120 connected downstream of the first heat exchanger 100. The second heat exchanger 120 includes a first input 122, first output 124, second input 126 and second output 128, as shown in figures 14 and 16. The first input 122 is for receiving relatively warm air outputted from the turbocharger system 16. The first output 124, connected to an inlet of the internal combustion engine 12, is for outputting relatively cool air to said inlet. The inlet may be for introducing air into the combustion engine cylinder head for use in the combustion ignition process and it is necessary that the air from the turbocharger system is cooled prior to its introduction to the cylinder head for efficient combustion. There is a first flow path between the first input 122 and first output 124. The second input 126 is for receiving relatively warmer cool marine water outputted by the first heat exchanger 100. The second output 128 is for outputting relatively warm marine water. There is a second flow path 132 between the second input 126 and the second output 130. The second heat exchanger 120 is configured to transfer heat from the relatively warm air passing through the first flow path 126 to the relatively warmer cool marine water passing through the second flow path during use. It will be understood that, during operation, the relatively warmer cool marine water passing through the second flow path, although warmer than the cool marine water being introduced to the first heat exchanger 100, will be at a low enough temperature to act as an effective heat sink for the relatively higher temperature warm air being introduced into the second flow path of the second heat exchanger 120.

The second heat exchanger 120 may be an intercooler or charge air cooler. The second heat exchanger 120 may be a tube and fin intercooler. The second output 128 of the second heat exchanger 120 may exhaust the relatively warm marine water away from the marine vessel. For example, the relatively warm marine water may be exhausted into the sea. A pump 140 may be used to circulate the marine water through the heat transfer system 80, as shown in figure 15.

The second outlet 108 of the second flow path of the first heat exchanger 100 is connected to the second input 126 of the second flow path of the second heat exchanger 120.

In the present example, the heat transfer system 80 conditions the heat transfer medium for cooling the internal combustion engine 12 and the same heat transfer medium is introduced to the casing 20. However, for examples in which the heat transfer system 80 may utilise a different heat transfer medium from that used for cooling the internal combustion engine, it will be understood that the heat exchanger 100 only conditions the heat transfer medium in the casing 24 and is arranged to recirculate the cooled heat transfer medium through the casing 24. For the example shown in the figures, the internal combustion engine 12 may have an output 94 which is fluidly connected to the heat transfer system 80. In prior art applications, the output 94 may be blanked off as it is not used. However, for examples in which the same heat transfer medium used to cool the internal combustion engine 12 and is used to cool the second portion 52, the heat transfer cavity 56 of the present disclosure may be fluidly connected to the heat transfer system 80 of the internal combustion engine 12 via a conduit 98 which connects the output 94 to the inlet 40 of the casing 24, so that the heat transfer medium cools the internal combustion engine 12 and cools the second portion 52 during use.

The first output 104 of the first heat exchanger 100 may be connected to the heat transfer system 80 of the internal combustion engine 12.

In examples and as best shown in figure 14, the heat transfer system 80 includes a first conduit 90 for receiving relatively warm heat transfer medium from the internal combustion engine 12 and for connection to the first input 102 of the first heat exchanger 100, and a second conduit 92 for receiving relatively warm heat transfer medium from the casing 24 and for connection to the first conduit 90. Therefore, the relatively warm heat transfer medium from the casing 24 and the relatively warm heat transfer medium from the internal combustion engine 12 are mixed before being received by the first input 102 of the first heat exchanger 100. The second conduit 92 may be relatively small in diameter to the first conduit 90. The diameters of the first conduit 90 and second conduit 92 may be in proportion to the cooling load required by the internal combustion engine 12 and casing 24 respectively. The second conduit 92 is connected at a first end to the outlet 42 of the heat transfer cavity 56.

In the example shown in figures 13 to 16, the heat transfer system 80 includes two heat exchangers 100, 120 connected to condition the heat transfer medium and the air outputted by the turbocharger system. However, in examples, there may be a single heat exchanger which only conditions the heat transfer medium or the air from the turbocharger system. In examples, there may be two heat exchangers 100, 120 which are independent of each other and condition the heat transfer medium and air from the turbocharger system respectively.

In examples, the heat transfer system 80 including the first and/or second heat exchangers 100, 120 may be employed in an internal combustion engine system as described but which does not include a casing 24. In such examples, the first heat exchanger 100 is connected to the heat transfer system of the internal combustion engine and receives the heat transfer medium used to cool the internal combustion engine. By arranging the first heat exchanger 100 upstream of the second heat exchanger 120, it has been found, in examples, that beneficial conditioning of the air outputted by the turbocharger system 16 may occur such that efficiency of the aftertreatment system. Further aspects of the previously described examples will now be described.

The inlet 16a of the turbocharger system 16 is connected to the exhaust outlet 34 as shown in figure 4. In this example, a temperature sensor (not shown) is positioned in or near the inlet 16a. The temperature sensor is connected to the electronic control unit 23 to provide the temperature of the exhaust gas to the electronic control unit 23.

The aftertreatment system 14 may include one or more treatment processes for treating the exhaust gas to reduce emissions and/or particulates. In this example, the aftertreatment system 14 includes a diesel oxidation catalyst (DOC) 14a, a diesel particulate filter (DPF) 14b and a selective catalytic reduction (SCR) 14c system [Please check locations as labelled on figure 1], In other examples, the aftertreatment system 14 may include fewer of these components or include other components whether in addition or as alternatives to them. The aftertreatment system 14 is in accordance with systems known in the art and so will not be described in detail.

With reference to figures 5, 6a, 6b and 6c, the attachment of the casing 24 to the internal combustion engine 12 will be described. The gasket 26 is first placed onto the surface of the cylinder head 20 which defines the cylinder head outlets 34. The first part 60 of the casing 24, with its external side facing towards the cylinder head 20, is placed into engagement with the gasket 26, seal 65 and the openings 61 in the part 60 aligned with the cylinder head outlets 34. The exhaust manifold 22 is then positioned adjacent the internal side of the part 60 with the exhaust ports 30 aligned to the openings 61 and cylinder head outlets 34. With the gasket 26, seal 65, first part 60 and exhaust manifold 22 aligned, the openings 66 are also aligned with the openings in the exhaust ports 30 and the cylinder head 20. Fasteners 46 may now be passed through these and co-operate with threaded passages in the cylinder head 20 to fix the first part 60 and gasket 26 relative to the cylinder head 20. As best seen in figure 6b, in this configuration, portions of the part 60 are positioned between the flanges 30a around the exhaust port 30 and the cylinder head 20. The next step is to connect the second part 70 to the first part 60 by aligning the second part 70 to the first part 60 to mate the respective inwardly open faces 62, 72 together. Fasteners 46’ may then be passed through the passages 64 to fasten the second part 70 to the first part 60. In this state, the entire exhaust manifold 22 is surrounded by the casing 24. The upwardly extending portion of the casing 24 defined by sections 61 , 71 which surrounds the passage 22b of the exhaust manifold 22 extends past the free end of the passage 22b so that the interface about which the exhaust outlet 34 connects to the inlet 16a is also surrounded by the casing 24. The rest of the components of the internal combustion engine system 10 may now be connected to complete the system 10. In this case, where the engine 12 is a John Deere 6090 Industrial Diesel Engine, the components of the engine remain identical for use with the present disclosure other than the exhaust manifold 22 having had slight sections machined away to accommodate the casing 24. For example, the flanges 30a of the exhaust ports 30 may have a reduction in thickness of around 5mm at their external surfaces which mate with the casing 24. This is a permitted modification for application that is permitted by the US Environmental Protection Agency (EPA) and California Air Resources Board (CARB) authorities without having to recertify the original engine. The casing 24 has a tailored shaped and size to accommodate the components of the rest of the system 10 without any other specific alterations being required from the original engine design.

Operation of the internal combustion engine system 10 and the effect of the casing 24 thereon will now be described.

When the internal combustion engine 12 is in use, hot exhaust gases exit the internal combustion engine 12 from the cylinder head 20 and through the cylinder head outlets 32. The individual streams of exhaust gas enter the exhaust manifold 22 through the exhaust ports 30 and are combined within the exhaust manifold 22 to form a single stream of exhaust gas. The single stream of exhaust gas travels through the exhaust manifold 22 and exits the exhaust manifold 22 along the passage 22b through the exhaust outlet 34. A substantial portion of the exhaust gas passes through the inlet 16a to the turbocharger system 16 whilst the remaining exhaust gas exits through EGR outlet 36 to be recirculated into the internal combustion engine 12 by the exhaust gas recirculation (EGR) system 18. This helps to reduce nitrogen oxide (NOx) emissions.

The exhaust gas exhausted by the turbocharger system 16 flows to the aftertreatment system 14. It is important that the exhaust gas exiting through exhaust outlet 34 is at a temperature that is suitable for the aftertreatment system 14 to work efficiently and operates at its optimum performance. The function of the aftertreatment system 14 is to reduce emissions from the internal combustion engine 12 so that the internal combustion engine system 10 emits relatively cleaner exhaust gases. For example, a DOC stage 14a of the aftertreatment system 14 may require the exhaust gas to be greater than, 220°C. The DPF stage 14b may require the exhaust gas to be at a temperature greater than 320°C for a continuous 25% of the engine operating time. The SCR stage 14c may require the exhaust gas to at a temperature between 320°C and 420°C for an optimum operation. Of course it will be understood that the DOC, DPF and I or SCR stages may operate at different temperatures or ranges of temperatures depending on their configuration and / or the catalyst.

As known in the art, the electronic control unit 23 is configured to operate the internal combustion engine 12 to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for the aftertreatment system 14 to remove emissions from the exhaust gas. If the temperature measured by the temperature sensor is below the pre-determined temperature, the operation of the engine is changed so that the exhaust temperature increases. To maintain the exhaust gas at the pre-determined temperature, the electronic control unit may adjust a fuel to air ratio of the internal combustion engine 12.

During use, as exhaust gases pass through the exhaust manifold 22, the temperature of the outer surface of the exhaust manifold 22 increases. The surface temperature of the exhaust manifold 22 can reach very high temperatures, sometimes as high as 650°C. In some applications, such as marine, the surface temperature of exposed surfaces must be below a specific temperature to meet regulations, however the exhaust gas must also still be maintained at a high temperature to ensure the exhaust gas is at a temperature sufficient for the aftertreatment system 14 to work effectively. The casing 24 of the present invention is configured to balance both these factors successfully as will be explained below.

With the casing 24 in place and surrounding the exhaust manifold 22, the exhaust manifold 22 is insulated by the insulation cavity 54 defined by the first portion 50 because this cavity contains an insulative gaseous fluid e.g. air, or the cavity is under a vacuum in other examples, which effectively insulates the exhaust manifold 22. The insulation cavity 54 thus inhibits heat being lost from the exhaust gas passing through the exhaust manifold 22. This ensures that the exhaust gas in the exhaust manifold 22 is maintained at a suitable temperature for the aftertreatment system 14 as it exits the exhaust manifold 22 through exhaust outlet 34.

Due to radiative heat transmitted by the exhaust manifold 22, the second portion 52 may absorb heat and cause its temperature to increase. However, the heat transfer medium in the heat transfer cavity 56 contacts the second portion 52 and cools it to inhibit any such temperature increases. For this example, in which the heat transfer liquid outlet 42 is connected to the heat transfer system of the internal combustion system 10, the heat transfer system cools the heated heat transfer medium before the cooled heat transfer medium is recirculated to the heat transfer cavity 56. This ensures that the temperature of the second portion 52, which defines an external surface around the exhaust manifold 22, is maintained at a safe temperature. Experimental trials of the system 10 have shown the external surface temperature of the exhaust manifold being maintained at a temperature of between 80 and 150°C.

The coating on the casing 24 on the internal side of the second portion 52 advantageously reflects radiant heat incident upon it from the first portion 50 back towards the first portion thus reducing the amount of heat absorbed by the second portion. However, adequate performance can be achieved without the coating as well.

Advantageously, the aftertreatment system 14 works at an optimum level to reduce emissions whilst the external or exposed part of the casing 24 is maintained at safe operating temperatures. By contrast, the approaches of the prior art which cool the exhaust manifold require the exhaust gas to be heated downstream of the exhaust manifold priorto receipt by an aftertreatment system compared to the casing 24 of the present disclosure. Furthermore, no separate thermal blankets are required to keep the casing 24 shielded.

An advantage of the present invention is that it can employed so that an industrial engine may be adapted, such as EU Stage V or EPA Tier 4 and other low emissions engines that have extremely high temperature exhaust gases permitting their use with high performance aftertreatment systems, to be used in non-industrial applications such as marine, or in environments for which they are otherwise unsuitable. This can be achieved by fitting the casing 24 to the engine to comply with the safety and emissions regulations which apply for those non-industrial applications. For example, the John Deere 6090 Industrial Engine, when fitted with the casing 24 as part of the system 10, can be used in marine applications, or be used as a part of a generator.

For example, a marine vessel may include the internal combustion engine system 10 described above. In marine environments, surface temperatures of engine components are subject to regulations, e.g. SOLAS, which require exposed surfaces to be kept below a certain maximum safe temperature. This is in part due to the limited amount of space that operators of marine vessels have access to in the engine room of a marine vessel. It is advantageous to fit the casing 24 to an internal combustion engine 12 for use in a marine vessel as part of the system 10, as it results in the internal combustion engine 12 having emissions that satisfy the emission regulations such as EPA Tier 4, CARB Tier 4 + DPF, and EU Stage V and maintains the surface temperature of the casing 24 at a safe temperature, e.g. within the temperature specified by SOLAS, e.g. 220°C,, without significantly increasing the space required to house the internal combustion engine 12 / system 10.

The engine 12 and the casing 24 may be manufactured and the casing 24 fitted to the internal combustion engine 12 during manufacture of the internal combustion engine 12. Similarly, for examples in which the first and/or second heat exchangers are provided as part of the heat transfer system 80, these could be fitted during manufacture as well.

Alternatively, and advantageously, the casing 24 may be provided as a kit of parts, for adapting an internal combustion engine 12 to make it suitable for use with the system 10. This means that a certified EU Stage V I EPA Tier 4 engine suitable for non-road machinery or industrial applications may be converted for use in a marine or other environment by the addition of the casing 24.

An aspect of the present disclosure is thus a method of adapting an internal combustion engine system, particularly a system having an aftertreatment system as described previously, for a first application to make it suitable for use in a second application. The method includes providing a casing 24 described in relation to the previous examples and attaching the casing 24 to the internal combustion engine of the system, e.g. engine 12, so that the casing 24 surrounds at least a portion of the exhaust manifold 22 to provide the adapted internal combustion engine system for use in a second application.

The method may include the steps of providing a heat transfer system 80 as described previously, e.g. the examples shown in figures 13 and 16, and installing said first and/or second heat exchangers 100, 120 to the combustion engine system to be configured in a similar or the same way.

The internal combustion engine system of the method may be certified under EPA Tier 4, CARB Tier 4 + DPF, and EU Stage V.

The first application may be for use in a non-road machinery application, optionally or preferably an industrial application, and the second application may be for use in a marine vessel, or for use as part of a generator.

According to another aspect of the present disclosure, a method is provided for providing an internal combustion engine system, for example a system 10 as described in relation to the previous examples, for use in a marine vessel by adapting an internal combustion engine system, e.g. an industrial internal combustion engine system, certified for use under EPA Tier 4, CARB Tier 4 + DPF, and EU Stage V to make it suitable for use in a marine vessel under EPA Tier 4, CARB Tier 4 + DPF and EU Stage V, i.e. to comply with the requirement that any exposed surfaces of the engine, e.g. around the manifold, do not exceed a temperature of 220°C. The method includes providing a casing 24 described in relation to the previous examples and attaching the casing 24 to the internal combustion engine 12 so that the casing 24 surrounds at least a portion of the exhaust manifold 22 to provide the adapted internal combustion engine system for use in a second application.

The method may include the steps of providing a heat transfer system 80 as described previously, e.g. the examples described in relation to figures 13 and 16 and installing said first and/or second heat exchangers 100, 120 to the combustion engine system to be configured in a similar or the same way.

The casing may include first and second parts, such as those described previously in relation to casing 24, that can be connected together and the method according to the above aspects may include attaching the first part 60 of the casing 24 to the internal combustion engine 12 such as that of system 10 described previously. The internal combustion engine 12 may include a cylinder head 20 to which the first part 60 of the casing 24 is attached, attaching the exhaust manifold 22 to the first part 60 and the internal combustion engine 12 so that a portion of the first part 60 is located between the internal combustion engine 12 and the exhaust manifold 22, and attaching the second part 70 of the casing 24 to the first part 60 of the casing 24, so that the first and second parts 60, 70 of the casing 24 form the first portion and second portion of the casing as described previously in connection with system 10.

The internal combustion engine 12 may include a heat transfer system 80 including a heat transfer medium for cooling the internal combustion engine 12 and the method according to the above aspects may include fluidly connecting the casing 24 to the heat transfer system 80 of the internal combustion engine 12 so that the heat transfer medium 80 cools the internal combustion engine 12 and cools the second portion during use.

According to an aspect of the present disclosure, there is provided a kit of parts for adapting an industrial internal combustion engine. The kit may include a casing 24 and optionally the first and second heat exchangers 100, 120 for adapting the industrial internal combustion engine such as that described previously.

When used in this specification and claims, the terms "comprises" and "comprising" and variations thereof mean that the specified features, steps or integers are included. The terms are not to be interpreted to exclude the presence of other features, steps or components.

The invention may also broadly consist in the parts, elements, steps, examples and/or features referred to or indicated in the specification individually or collectively in any and all combinations of two or more said parts, elements, steps, examples and/or features. In particular, one or more features in any of the embodiments described herein may be combined with one or more features from any other embodiment(s) described herein.

Protection may be sought for any features disclosed in any one or more published documents referenced herein in combination with the present disclosure.

Although certain example embodiments of the invention have been described, the scope of the appended claims is not intended to be limited solely to these embodiments. The claims are to be construed literally, purposively, and/or to encompass equivalents.

One or more examples according aspects of the present disclosure are set out in the numbered clauses below.

CLAUSES 1 . An internal combustion engine system including: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas. a casing which covers the exhaust manifold and maintains the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; and a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion.

2. An internal combustion engine system according to clause 1 wherein the insulation cavity includes an insulative gaseous fluid, optionally or preferably the insulative gaseous fluid is air.

3. An internal combustion engine system according to clause 1 or 2 wherein the heat transfer cavity includes a heat transfer medium, optionally or preferably the heat transfer medium includes liquid, e.g., the liquid includes water.

4. An internal combustion engine system according to any preceding clause wherein the predetermined temperature is 350°C.

5. An internal combustion engine system according to any preceding clause wherein the casing is attached to the internal combustion engine about the one or more exhaust ports, optionally or preferably the internal combustion engine includes a cylinder head to which the casing is attached through fasteners that extend through the one or more of exhaust ports. 6. An internal combustion engine system according to clause 5 wherein the casing only contacts the exhaust manifold about the plurality of exhaust ports.

7. An internal combustion engine system according to any preceding clause wherein the exhaust manifold is fluidly sealed with respect to the insulation cavity, optionally or preferably the heat transfer cavity and insulation cavity are fluidly sealed with respect to each other.

8. An internal combustion engine system according to any preceding clause wherein the internal combustion engine includes a heat transfer system including a heat transfer liquid for cooling the internal combustion engine, and optionally or preferably the heat transfer cavity is fluidly connected to the heat transfer system of the internal combustion engine so that the heat transfer liquid cools the internal combustion engine and cools the second portion during use.

9. An internal combustion engine system according to any preceding clause including an aftertreatment system for treating the exhaust gas, optionally or preferably the aftertreatment system includes an inlet for receiving exhaust gas, wherein a temperature sensor is provided at the inlet or in the aftertreatment system and connected to the electronic control unit to provide the temperature of the exhaust gas, and optionally or preferably the aftertreatment system includes a catalyst, and optionally or preferably the aftertreatment system includes one or more of a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and/or a selective catalytic reduction (SCR) system.

10. An internal combustion engine system according to any preceding clause including one or more of the following: a) wherein the exhaust manifold does not contain a catalyst; b) wherein the cross-sectional area of the insulation cavity varies along a lengthwise direction of the casing and/or the shape of cross-sectional area of the insulation cavity changes along a lengthwise direction of the casing; c) wherein the cross-sectional area of the heat transfer cavity varies along a lengthwise direction of the casing and/or the shape of cross-sectional area of the heat transfer cavity changes along a lengthwise direction of the casing. d) wherein the casing includes first and second parts that are connected together, optionally or preferably the first and second parts each have an inwardly open face extending in a lengthwise direction and the first and second parts are connected about their inwardly open faces. 11 . An internal combustion engine system according to clause 10, wherein the insulation and/or heat transfer cavities are defined by the first and second parts, optionally or preferably the first and second parts each define portions of the insulation and heat transfer cavities which are placed into sealed fluid communication when the first and second parts are connected together.

12. An internal combustion engine system according to any one of clauses 10 or 11 , wherein the first part is attached to the internal combustion engine, optionally or preferably the cylinder head of the internal combustion engine.

13. An internal combustion engine system according to any preceding clause, wherein the internal combustion engine includes an electronically controlled fuel injection common rail system.

14. An internal combustion engine system according to any preceding clause, wherein the electronic control unit maintains the exhaust gas at the pre-determined temperature by adjusting a fuel to air ratio of the internal combustion engine.

15. An internal combustion engine system according to any preceding clause wherein the casing is manufactured using a casting process.

16. An internal combustion engine system according to any preceding clause wherein the casing includes a coating for reflecting radiative heat, optionally or preferably the first portion includes the coating on an inwardly facing surface thereof which defines the insulation cavity.

17. An internal combustion engine system according to any preceding clause including a turbocharger system, optionally or preferably the turbocharger system is located above the cylinder head of the internal combustion engine.

18. An internal combustion engine system according to any preceding clause wherein the electronic control unit controls the operation of the internal combustion engine and the aftertreatment system.

19. A marine vessel, including the internal combustion engine system of any preceding clause.

20. A generator, including the internal combustion engine system of any one of clauses 1 to 18.

21 . A method of adapting an internal combustion engine system for a first application to make it suitable for use in a second application, wherein the internal combustion engine system includes: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, and wherein the method includes: a) providing a casing for covering the exhaust manifold and which is for maintaining the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion, and b) attaching the casing to the internal combustion engine so that the casing surrounds at least a portion of the exhaust manifold to provide the adapted internal combustion engine system for use in a second application. A method of providing an internal combustion engine system for use in a marine vessel by adapting an internal combustion engine system certified for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V to make it suitable for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V in a marine vessel, wherein the internal combustion engine system includes: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine ;and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, and wherein the method includes: a) providing a casing for covering the exhaust manifold and which is for maintaining the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion; and b) attaching the casing to the internal combustion engine so that the casing surrounds at least a portion of the exhaust manifold to provide the adapted internal combustion engine system for use in a second application. A method according to clause 21 or 22 wherein step b) of the method includes removing material from parts of the exhaust manifold so that the casing can be attached to the exhaust manifold, optionally or preferably the material is removed from one or more exhaust ports of the exhaust manifold about which the casing is attached to the internal combustion engine. A method according to clause 21 , 22, or 23 wherein the first application is for use in a non-road machinery application, optionally or preferably an industrial application, and the second application is for use in a marine vessel, or for use as part of a generator. A method according to any one of clauses 21 to 24 wherein the internal combustion engine system being adapted is an internal combustion engine system certified for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V, and/or the internal combustion engine system includes an aftertreatment system for treating the exhaust gas. A method according to clause 25 wherein the aftertreatment system includes a catalyst, optionally or preferably the aftertreatment system includes one or more of a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and/or a selective catalytic reduction (SCR) system. A method according to any one of clauses 21 to 26, wherein the casing includes first and second parts that can be connected together, wherein step b) of the method includes: i) attaching the first part of the casing to the internal combustion engine, optionally or preferably the internal combustion engine includes a cylinder head to which the first part of the casing is attached; ii) attaching the exhaust manifold to the first part and the internal combustion engine so that a portion of the first part is located between the internal combustion engine and the exhaust manifold; and iii) attaching the second part of the casing to the first part of the casing, so that the first and second parts of the casing form the first portion and second portion. A method according to any one of clauses 21 to 27, wherein the internal combustion engine includes a heat transfer system including a heat transfer medium for cooling the internal combustion engine and the method includes fluidly connecting the casing to the heat transfer system of the internal combustion engine so that the heat transfer medium cools the internal combustion engine and cools the second portion during use. A method according to any one of clauses 21 to 28, wherein the method includes steps to adapt the internal combustion engine system so that the improved internal combustion engine system corresponds to the system of any one of clauses 1 to 18. A kit of parts for adapting a non-road machinery or an industrial internal combustion engine including: a casing for covering the exhaust manifold of the internal combustion engine, including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion, and wherein the casing includes first and second parts that can be connected together.

Claims

1 . An internal combustion engine system including: an internal combustion engine including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, a casing which covers the exhaust manifold and maintains the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; and a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion.

2. An internal combustion engine system according to claim 1 wherein the insulation cavity includes an insulative gaseous fluid, optionally or preferably the insulative gaseous fluid is air.

3. An internal combustion engine system according to claim 1 or 2 wherein the heat transfer cavity includes a heat transfer medium, optionally or preferably the heat transfer medium includes liquid, e.g., the liquid includes water.

4. An internal combustion engine system according to claim 3 for use in a marine vessel, the system including: a heat transfer system including a first heat exchanger, the first heat exchanger including: a first input, which is downstream of the casing, for receiving relatively warm heat transfer medium from the heat transfer cavity, a first output, which is upstream of the casing, for outputting relatively cool heat transfer medium, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the first heat exchanger is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

5. An internal combustion engine system according to any preceding claim including a turbocharger system, optionally or preferably the turbocharger system is located above the cylinder head of the internal combustion engine.

6. An internal combustion engine according to claim 5 including a heat transfer system including a second heat exchanger, or the heat transfer system including a second heat exchanger, the second heat exchanger including: a first input for receiving relatively warm air outputted by the turbocharger system, a first output, connected to an inlet of the internal combustion engine, for outputting relatively cool air to said inlet, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the second heat exchanger is configured to transfer heat from the relatively warm air passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

7. An internal combustion engine according to claim 6 when dependant directly or indirectly on claim 4 wherein the first heat exchanger and second heat exchanger are fluidly connected such that the second output of the second flow path of the first heat exchanger is connected to the second input of the second flow path of the second heat exchanger.

8. An internal combustion engine system according to any preceding claim wherein the internal combustion engine includes a heat transfer system including a heat transfer medium for cooling the internal combustion engine, and optionally or preferably the heat transfer cavity is fluidly connected to the heat transfer system of the internal combustion engine so that the heat transfer medium cools the internal combustion engine and cools the second portion during use.

9. An internal combustion engine system according to claim 8 when directly or indirectly dependant on claim 4 wherein the first output of the first heat exchanger is connected to the heat transfer system of the internal combustion engine to provide the relatively cool heat transfer medium thereto.

10. An internal combustion engine system according to claim 8 or 9 wherein the heat transfer system includes: a first conduit for receiving relatively warm heat transfer medium from the internal combustion engine which is fluidly connected to the first input of the first heat exchanger; a second conduit for receiving relatively warm heat transfer medium from the casing which is connected to the first conduit so that the relatively warm heat transfer medium from the casing passes through the first conduit to the first input of the first heat exchanger.

11. An internal combustion engine system according to any of claims 4 to 10 wherein the second output of the first or second heat exchanger exhausts the relatively warm marine water away from the marine vessel, optionally or preferably the relatively warm marine water is exhausted into the sea.

12. An internal combustion engine system according to any of claim 4 to 11 including a pump for circulating the marine water through the heat transfer system.

13. An internal combustion engine system according to any preceding claim wherein the predetermined temperature is at least 350°C; optionally or preferably the pre-determined temperature is between 350 °C and 650 °C; optionally or preferably the pre-determined temperature is between 600 °C and 650 °C; optionally or preferably the pre-determined temperature is 650 °C.

14. An internal combustion engine system according to any preceding claim wherein the casing is attached to the internal combustion engine about the one or more exhaust ports, optionally or preferably the internal combustion engine includes a cylinder head to which the casing is attached through fasteners that extend through the one or more of exhaust ports.

15. An internal combustion engine system according to claim 14 wherein the casing only contacts the exhaust manifold about the plurality of exhaust ports.

16. An internal combustion engine system according to any preceding claim wherein the exhaust manifold is fluidly sealed with respect to the insulation cavity, optionally or preferably the heat transfer cavity and insulation cavity are fluidly sealed with respect to each other.

17. An internal combustion engine system according to any preceding claim including an aftertreatment system for treating the exhaust gas, optionally or preferably the aftertreatment system includes an inlet for receiving exhaust gas, wherein a temperature sensor is provided at the inlet or in the aftertreatment system and connected to the electronic control unit to provide the temperature of the exhaust gas, and optionally or preferably the aftertreatment system includes a catalyst, and optionally or preferably the aftertreatment system includes one or more of a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and/or a selective catalytic reduction (SCR) system.

18. An internal combustion engine system according to any preceding claim including one or more of the following: a) wherein the exhaust manifold does not contain a catalyst; b) wherein the cross-sectional area of the insulation cavity varies along a lengthwise direction of the casing and/or the shape of cross-sectional area of the insulation cavity changes along a lengthwise direction of the casing; c) wherein the cross-sectional area of the heat transfer cavity varies along a lengthwise direction of the casing and/or the shape of cross-sectional area of the heat transfer cavity changes along a lengthwise direction of the casing; and d) wherein the casing includes first and second parts that are connected together, optionally or preferably the first and second parts each have an inwardly open face extending in a lengthwise direction and the first and second parts are connected about their inwardly open faces.

19. An internal combustion engine system according to claim 18, wherein the insulation and/or heat transfer cavities are defined by the first and second parts, optionally or preferably the first and second parts each define portions of the insulation and heat transfer cavities which are placed into sealed fluid communication when the first and second parts are connected together.

20. An internal combustion engine system according to any one of claims 18 or 19, wherein the first part is attached to the internal combustion engine, optionally or preferably the cylinder head of the internal combustion engine.

21 . An internal combustion engine system according to any preceding claim, wherein the internal combustion engine includes an electronically controlled fuel injection common rail system.

22. An internal combustion engine system according to any preceding claim, wherein the electronic control unit maintains the exhaust gas at the pre-determined temperature by adjusting a fuel to air ratio of the internal combustion engine.

23. An internal combustion engine system according to any preceding claim wherein the casing is manufactured using a casting process or an additive manufacturing process.

24. An internal combustion engine system according to any preceding claim wherein the casing includes a coating for reflecting radiative heat, optionally or preferably the first portion includes the coating on an inwardly facing surface thereof which defines the insulation cavity.

25. An internal combustion engine system according to any preceding claim wherein the electronic control unit controls the operation of the internal combustion engine and the aftertreatment system.

26. A marine vessel, including the internal combustion engine system of any preceding claim.

27. A generator, including the internal combustion engine system of any one of claims 1 to 26.

28. An internal combustion engine system for use in a marine vessel, the system including: an internal combustion engine including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas; a turbo ch arg er system connected to the internal combustion engine; a heat transfer system for cooling the internal combustion engine including: a first heat exchanger, the first heat exchanger including: a first input for receiving a relatively warm heat transfer medium from internal combustion engine, a first output for outputting relatively cool heat transfer medium, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the first heat exchanger is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use, a second heat exchanger connected to the first heat exchanger and positioned downstream thereof, the second heat exchanger including: a first input for receiving relatively warm air outputted by the turbocharger system, a first output, connected to an inlet of the internal combustion engine, for outputting relatively cool air to said inlet, and a first flow path therebetween; a second input fluidly connected to the second output of the first heat exchanger to receive the relatively warm marine water, a second output for outputting relatively warmer marine water, and a second flow path therebetween; wherein the second heat exchanger is configured to transfer heat from the relatively warm air passing through the first flow path to the relatively warm marine water passing through the second flow path during use.

29. A method of adapting an internal combustion engine system for a first application to make it suitable for use in a second application, wherein the internal combustion engine system includes: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine; and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, and wherein the method includes: a) providing a casing for covering the exhaust manifold and which is for maintaining the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion, and b) attaching the casing to the internal combustion engine so that the casing surrounds at least a portion of the exhaust manifold to provide the adapted internal combustion engine system for use in a second application.

30. A method of providing an internal combustion engine system for use in a marine vessel by adapting an internal combustion engine system certified for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V to make it suitable for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V in a marine vessel, wherein the internal combustion engine system includes: an internal combustion engine, including: an exhaust manifold which receives exhaust gas produced by the internal combustion engine during use, wherein the exhaust manifold includes one or more exhaust ports through which the exhaust gas enters the exhaust manifold from the internal combustion engine ;and an electronic control unit to control operation of the internal combustion engine, wherein the electronic control unit is configured to: receive a temperature reading of the exhaust gas in or downstream of the exhaust manifold; and operate the internal combustion engine to maintain the temperature of the exhaust gas at a pre-determined temperature suitable for an aftertreatment system to remove emissions from the exhaust gas, and wherein the method includes: a) providing a casing for covering the exhaust manifold and which is for maintaining the temperature of the exhaust gas flowing through the exhaust manifold during use, the casing including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion; and b) attaching the casing to the internal combustion engine so that the casing surrounds at least a portion of the exhaust manifold to provide the adapted internal combustion engine system for use in a second application.

31 . A method according to claim 29 or 30 including: c) providing a heat transfer system for cooling the internal combustion engine, including a first heat exchanger, the first heat exchanger including: a first input, which is downstream of the casing, for receiving relatively warm heat transfer medium from the heat transfer cavity, a first output, which is upstream of the casing, for outputting relatively cool heat transfer medium, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the first heat exchanger is configured to transfer heat from the relatively warm heat transfer medium passing through the first flow path to the relatively cool marine water passing through the second flow path during use.

32. A method according to claim 29, 30 or 31 including: d) providing a second heat exchanger, the second heat exchanger including: a first input for receiving relatively warm air outputted from a turbocharger connectable to the internal combustion engine system, a first output, connected to an inlet of the internal combustion engine, for outputting relatively cool air to said inlet, and a first flow path therebetween; a second input for receiving relatively cool marine water, a second output for outputting relatively warm marine water, and a second flow path therebetween; wherein the second heat exchanger is configured to transfer heat from the relatively warm air passing through the first flow path to the relatively cool marine water passing through the second flow path during use, and optionally or preferably connecting the second heat exchanger to the first heat exchanger downstream therefrom so that the second output of the first heat exchanger is connected to the second input of the second flow path of the second heat exchanger, and providing the relatively cool air from the first output of the second heat exchanger to an inlet of the internal combustion engine.

33. A method according to any one of claims 29 to 32 including one or more of the following: i) providing a first conduit for receiving relatively warm heat transfer medium from the internal combustion engine and fluidly connecting the first conduit to the first input of the first heat exchanger; and providing a second conduit for receiving relatively warm heat transfer medium from the casing and fluidly connecting the second conduit to the first conduit so that the relatively warm heat transfer medium from the casing passes through the first conduit to the first input of the first heat exchanger; ii) configuring the second output of the first or second heat exchanger to exhaust the relatively warm marine water away from the marine vessel, optionally or preferably the relatively warm marine water is exhausted into the sea; iii) providing a pump for circulating the marine water through the heat transfer system.

34. A method according to any one of claims 29 to 33 wherein step b) of the method includes removing material from parts of the exhaust manifold so that the casing can be attached to the exhaust manifold, optionally or preferably the material is removed from one or more exhaust ports of the exhaust manifold about which the casing is attached to the internal combustion engine.

35. A method according to any one of claims 29 to 34 wherein the first application is for use in a non-road machinery application, optionally or preferably an industrial application, and the second application is for use in a marine vessel, or for use as part of a generator.

36. A method according to any one of claims 29 to 35 wherein the internal combustion engine system being adapted is an internal combustion engine system certified for use under EPA Tier 4, CARB Tier 4 + DPF and I or EU Stage V, and/or the internal combustion engine system includes an aftertreatment system for treating the exhaust gas.

37. A method according to claim 36 wherein the aftertreatment system includes a catalyst, optionally or preferably the aftertreatment system includes one or more of a diesel oxidation catalyst (DOC), a diesel particulate filter (DPF) and/or a selective catalytic reduction (SCR) system.

38. A method according to any one of claims 29 to 37, wherein the casing includes first and second parts that can be connected together, wherein step b) of the method includes: iv) attaching the first part of the casing to the internal combustion engine, optionally or preferably the internal combustion engine includes a cylinder head to which the first part of the casing is attached; v) attaching the exhaust manifold to the first part and the internal combustion engine so that a portion of the first part is located between the internal combustion engine and the exhaust manifold; and vi) attaching the second part of the casing to the first part of the casing, so that the first and second parts of the casing form the first portion and second portion.

39. A method according to any one of claims 29 to 38, wherein the internal combustion engine includes a heat transfer system including a heat transfer medium for cooling the internal combustion engine or the heat transfer system includes a heat transfer medium for cooling the internal combustion engine and the method includes fluidly connecting the casing to the heat transfer system of the internal combustion engine so that the heat transfer medium cools the internal combustion engine and cools the second portion during use.

40. A method according to any one of claims 29 to 39, wherein the method includes steps to adapt the internal combustion engine system so that the internal combustion engine system corresponds to the system of any one of claims 1 to 27.

41. A kit of parts for adapting a non-road machinery or an industrial internal combustion engine including: a casing for covering the exhaust manifold of the internal combustion engine, including: a first portion which surrounds the exhaust manifold to define an insulation cavity between the first portion and the exhaust manifold; a second portion which surrounds the first portion that defines the insulation cavity, wherein the second portion defines a heat transfer cavity between the second portion and the first portion to remove heat from, or prevent heating of, the second portion, and wherein the casing includes first and second parts that can be connected together.