阅读说明：本技术 进气系统总成和用于制造所述总成的方法
(Air intake system assembly and method for manufacturing said assembly
) 是由 大卫·弗里斯克
维克托·马丁内兹
约翰·杰弗里·法伊弗 于 2019-07-11 设计创作，主要内容包括：本公开提供了“进气系统总成和用于制造所述总成的方法”。一种进气系统总成包括进气歧管和晶格结构,所述进气歧管包括限定与进气门流体连通的内部导管的外壳,所述晶格结构从所述外壳的外表面延伸。所述晶格结构包括多个交叉的壁,并且所述晶格结构和所述外壳形成连续的材料块。(The present disclosure provides "air induction system assemblies and methods for manufacturing the same". An intake system assembly includes an intake manifold including a housing defining an internal conduit in fluid communication with an intake valve, and a lattice structure extending from an outer surface of the housing. The lattice structure includes a plurality of intersecting walls, and the lattice structure and the housing form a continuous block of material.)
1. An air intake system assembly comprising:
an intake manifold including a housing defining an internal conduit in fluid communication with an intake valve; and
a lattice structure extending from an outer surface of the housing;
the lattice structure includes a plurality of intersecting walls;
the lattice structure and the housing form a continuous block of material.
2. The intake system assembly of claim 1, wherein the intake manifold includes a first section and a second section, and the lattice structure extends between the first section and the second section.
3. The air intake system assembly of claim 2, wherein the first zone is in fluid communication with a first cylinder group and the second zone is in fluid communication with a second cylinder group.
4. The air intake system assembly of claim 1, further comprising a flow diverter coupled to the housing and directing an air flow into the lattice structure.
5. The air intake system assembly of claim 4, wherein the flow diverter is disposed at a non-perpendicular angle relative to the outer surface of the outer housing.
6. The air intake system assembly of claim 1, wherein the lattice structure is positioned outside of an engine compartment.
7. The air intake system assembly as set forth in claim 1, wherein the lattice structure and the housing are constructed of equivalent materials.
8. The air intake system assembly as set forth in claim 7, wherein the equivalent material is aluminum.
9. The air intake system assembly of claim 1, wherein the intake manifold and the lattice structure are cooperatively configured using additive manufacturing.
10. The air intake system assembly of claim 1, wherein the plurality of intersecting walls in the lattice structure include a first wall that intersects a second wall at an angle between 30 degrees and 60 degrees.
11. A method for manufacturing an air induction system assembly, comprising:
printing a plurality of metal layers to form an air intake system assembly comprising an air intake manifold and a lattice structure forming a continuous shape;
wherein the intake manifold comprises a housing defining an internal conduit in fluid communication with an intake valve;
wherein the lattice structure extends from an outer surface of the housing; and is
Wherein the lattice structure comprises a plurality of intersecting walls.
12. The method of claim 11, wherein the plurality of metal layers is an aluminum layer.
13. The method of claim 11, wherein printing the plurality of metal layers comprises performing a direct laser metal sintering process.
14. The method of claim 11, wherein the lattice structure is positioned outside of an engine compartment.
15. The method of claim 11, wherein the intake manifold includes a first section and a second section, and the lattice structure extends between the first section and the second section.
Technical Field
The present description generally relates to an intake system assembly having an intake manifold and a lattice structure.
Background
In some engine designs, the intake air is cooled to deliver an increased density of air to the cylinders of the engine, thereby improving combustion efficiency. For example, intercoolers and other liquid coolant heat exchangers have been employed in engines having compressors, Exhaust Gas Recirculation (EGR) arrangements, combinations of the above, and the like.
For example, US 2013/0220289 discloses an intake assembly having a charge air cooler integrated into the intake manifold. The charge air cooler directs a coolant through passages in the manifold to cool the compressed intake airflow, thereby reducing the temperature of the intake air. However, the inventors have recognized several problems with the air intake assembly disclosed in US 2013/0220289. For example, the structure of the charge air cooler disclosed in US 2013/0220289 may be complex, thus increasing the cost of construction of the assembly and the likelihood of degradation, malfunction, accident, etc. In addition, the charge air cooler may also increase the loss of intake airflow, thereby reducing some of the efficiency gains realized through turbocharger air compression. Furthermore, the vulnerability of the charge air cooler may lead to increased maintenance costs and reliability related issues for the customer.
Disclosure of Invention
To overcome at least some of the aforementioned problems, in one example, an air induction system assembly is provided. The intake system assembly includes an intake manifold having a housing defining an internal conduit in fluid communication with an intake valve, and a lattice structure extending from an outer surface of the housing. The lattice structure includes a plurality of intersecting walls and forms a continuous block of material with the housing of the intake manifold. The lattice structure not only provides structural reinforcement to the intake manifold, but also allows heat to be extracted from the airflow passing through the manifold via an airflow duct extending through the lattice structure. In this manner, the lattice structure acts as an air-to-air heat exchanger and as a structural member of the intake manifold.
The lattice structure and manifold housing may be additively manufactured to form a continuous shape. The additive manufacturing of both the lattice structure and the manifold housing allows more complex shapes to be designed, such as a grid structure that curves along the height, width, and/or length of the structure.
It should be appreciated that the summary above is provided to introduce a selection of concepts in a simplified form that are further described below in the detailed description. This is not intended to identify key or essential features of the claimed subject matter, the scope of which is defined uniquely by the claims that follow the detailed description. Furthermore, the claimed subject matter is not limited to implementations that solve any disadvantages noted above or in any part of this disclosure.
Drawings
FIG. 1 shows a schematic view of a vehicle including an engine having an intake system assembly with an intake manifold and a lattice structure.
FIG. 2 illustrates an example of an air induction system assembly.
FIG. 3 illustrates a top view of the air induction system assembly shown in FIG. 2.
FIG. 4 illustrates a detailed view of the lattice structure in the air induction system assembly shown in FIG. 2.
FIG. 5 illustrates another example of an air induction system assembly.
Fig. 6-9 illustrate different examples of unit cells that may be included in the lattice structures in the air intake system assemblies illustrated in fig. 2 and 5.
FIG. 10 illustrates a method for manufacturing an air induction system assembly.
FIG. 11 illustrates a more detailed method for manufacturing an air induction system assembly.
Detailed Description
An air intake system is described herein that includes an additively manufactured structural assembly. The assembly has an intake manifold and a lattice structure extending from an outer surface of a housing of the manifold. The intake manifold and the lattice structure form a continuous shape due to the additive manufacturing. In addition, the lattice structure has a plurality of intersecting walls that serve the dual purpose of: the manifold is reinforced and provides an airflow path that draws heat from the intake air flowing through the manifold. Thus, the lattice structure achieves both increased manifold structural reinforcement and increased heat rejection capability as compared to previous air induction systems that included separately fabricated components. In particular, by additive manufacturing of the intake manifold and the lattice structure, a continuous shape may be formed that is more complex in structure than previous systems that employed separately manufactured manifolds and heat exchangers. For example, the lattice structure may include walls having a 2-dimensional curvature that curves along their length, width, and/or height. Fabricating the intake manifold and the lattice structure in this manner allows the structural reinforcement and heat transfer characteristics of the lattice structure to be coordinated to meet end-use design goals. Such design goals may include increasing the amount of heat removed from the intake air flowing through the intake manifold, as well as increasing the strength to weight ratio of the assembly. Thus, the assembly may be adapted to a wide variety of air induction system arrangements while achieving the desired heat transfer and structural reinforcement goals.
FIG. 1 shows a schematic view of a vehicle including an engine and an intake system having an assembly with an intake manifold and a lattice structure. FIG. 2 illustrates an example of an air induction system assembly including an additively manufactured intake manifold and a lattice structure. FIG. 3 illustrates a top view of the air induction system assembly shown in FIG. 2. Fig. 4 shows a detailed view of a portion of the lattice structure shown in fig. 2. FIG. 5 illustrates another example of an air induction system assembly. Fig. 6-9 illustrate different examples of unit cells that may be included in the lattice structures in the air intake system assemblies illustrated in fig. 2-5. FIG. 10 illustrates a method for manufacturing an intake manifold assembly. FIG. 11 illustrates a more detailed method for manufacturing an intake manifold assembly.
Fig. 1 shows a schematic view of a vehicle 100 including an internal combustion engine 102. While FIG. 1 provides a schematic illustration of various engine and engine system components, it should be appreciated that at least some of the components may have different spatial locations and greater structural complexity than those shown in FIG. 1. Specifically, a detailed example of the intake system assembly 120 shown in fig. 1 is shown in fig. 2-4 and described in greater detail herein.
Also shown in FIG. 1 is an intake system 104 that provides intake air to cylinders 106. It should be appreciated that the cylinders may be referred to as combustion chambers. Cylinders 106 may be conceptually divided into a first cylinder group 108 and a second cylinder group 110. Each cylinder group includes one or more cylinders. Specifically, in the illustrated example, first cylinder group 108 and second cylinder group 110 each include three cylinders. However, cylinder groups having another number of cylinders (e.g., a single cylinder, more than three cylinders, etc.) have been contemplated. Further, engines having one cylinder group have been contemplated, such as an inline cylinder configuration, a single cylinder engine, and the like.
A piston 112 is positioned in each of the cylinders 106. Piston 112 is coupled to crankshaft 114 via a piston rod (not shown) and/or other suitable mechanical components. Thus, the reciprocating motion of the piston may be converted into a crankshaft rotational motion. It should be appreciated that the crankshaft 114 may be coupled to a transmission to provide motive force to drive wheels (not shown).
The intake system 104 includes an intake conduit 116 and a throttle valve 118 coupled to the intake conduit. The throttle 118 is configured to regulate the amount of airflow provided to the cylinders 106. For example, throttle valve 118 may include a rotatable plate to vary the flow rate of intake air passing therethrough. However, numerous throttle configurations have been contemplated.
In one example, the engine 102 may be boosted via a turbocharger and/or a supercharger. Accordingly, the engine 102 may include a compressor 117, the compressor 117 being designed to increase the pressure of the gas flowing through the compressor 117. The compressor 117 may include a rotor having blades that rotate about a shaft to effect a pressure increase in the intake airflow. However, other types of compressors have been contemplated. Further, in other examples, compressor 117 may be omitted from the air intake system. It should be appreciated that, in one example, the compressor 117 may be rotationally coupled to a turbine (not shown) positioned in the exhaust system 140. However, in other examples, the compressor 117 may be rotationally coupled to the crankshaft 114.
In the depicted example, the throttle valve 118 feeds air to an intake system assembly 120. An air intake system assembly 120 is schematically illustrated in FIG. 1. It should be appreciated, however, that the air induction system assembly 120 has a higher structural complexity than the assembly shown in FIG. 1. The structural features of air induction system assembly 120 are described in greater detail herein with respect to fig. 2-4.
The intake system assembly 120 includes an intake manifold 122, the intake manifold 122 including a first section 124 and a second section 126. In the example shown, the first section 124 is spaced apart from the second section 126. Thus, the first section 124 and the second section 126 may be fluidly separate discrete sections. In this way, the airflow through each section may be discrete. However, in other examples, the sections may have different configurations. For example, the sections may share a common inlet and then be separated along the length of the manifold, and/or share a common wall that defines the internal gas flow conduit in each section. First section 124 has a runner 128, which runner 128 extends from first section 124 and fluidly couples intake manifold 122 to cylinders in first cylinder group 108. Likewise, second section 126 has a runner 130, which runner 130 extends from the second section 126 and fluidly couples intake manifold 122 to the cylinders in second cylinder group 110. In this manner, the intake manifold 122 may feed air to the cylinders 106. Flow passages 128 and 130 are shown as separate conduits spaced apart from each other. However, other flow channel arrangements have been envisaged. For example, the flow passages may be fluidly separate conduits that share adjoining walls.
It should be appreciated that in other examples, the intake manifold 122 may be formed as a single section. In such an example, the housing of the intake manifold may be formed into a continuous shape from a continuous material that, in one example, is uninterrupted by connecting joints, seams, and does not have separate pieces held together with connecting elements (such as bolts or screws) or glue/adhesive. However, in other examples, the intake manifold may include more than two discrete sections. In such an example, the sections of the intake manifold may be spaced apart from one another.
Air induction system assembly 120 also includes a lattice structure 132. As described herein, a lattice structure is a geometry having unit cells that repeat (e.g., tessellate) along one or more axes such that there are no gaps between the unit cells. In some examples, each of the unit cells may include segments connected at nodes at predetermined angles. It should be appreciated that additive manufacturing of lattice structures may allow for unit cells with higher structural complexity such as curved sections, tapered sections, etc., which allows for a greater amount of heat transfer compared to other manufacturing techniques such as casting, extrusion, etc. In one example, the unit cells may form microstructures, which may be arranged into macrostructures. For example, the walls in the lattice structure may each be formed from a separate set of multiple unit cells. The walls may also be arranged such that they intersect to form gas flow channels, thereby forming a macrostructure. However, in other examples, the unit cells may directly form a macrostructure. For example, the unit cell may be a parallelogram that surrounds the airflow channel. However, numerous unit cell structures and arrangements have been envisaged.
The lattice structure 132 extends between the first section 124 and the second section 126 of the intake manifold 122. Lattice structure 132 and intake manifold 122 may be additively manufactured such that a continuous and uninterrupted shape is formed. Specifically, in one example, the intake manifold 122 and the lattice structure 132 may be formed from a continuous material that is uninterrupted by connecting joints, seams, and does not have separate pieces held together with connecting elements (such as bolts or screws) or glue/adhesive.
Lattice structure 132 includes a plurality of intersecting walls, described in more detail herein with respect to fig. 2-9. Lattice structure 132 is designed to increase the structural integrity of the intake manifold and increase the amount of heat removed from the air flowing through the intake manifold. In some examples, the lattice structure 132 may also be designed with compliant features. In particular, the lattice structure may be designed to function as an air-to-air heat exchanger to enable heat transfer from the lattice structure to air in the surrounding environment. In such an example, the lattice structure also serves to structurally reinforce the intake manifold 122. The air passages between the intersecting walls may be used as part of a heat exchanger mechanism. In this way, the temperature of the intake air passing through the intake manifold can be reduced, thus increasing the density of the intake air entering downstream of the cylinders. Therefore, engine combustion efficiency can be improved, and emissions can be reduced. In one example, in the case of a supercharged engine, when a lattice structure is used in the intake system assembly, the size of the air-to-liquid heat exchanger (e.g., charge air cooler) in the engine may be reduced in some examples, or may be omitted in other examples. When a lattice structure is used in the air intake system, the size of the cooler intended for cooling the exhaust gas recirculation flow can also be reduced. Therefore, the cost and size of the intake system can be reduced. Therefore, the intake system can be efficiently incorporated in the vehicle as needed, and the cost of the intake system can be reduced.
Air induction system assembly 120 may be formed from a continuous block of material. In this manner, air intake system assembly 120 may have a complete shape. To this end, the intake system assembly 120 may not have any discrete sections that are discontinuous (e.g., separated) from other sections of the assembly. Thus, the interface between the walls of the lattice structure and the interface between the manifold segments may be seamless. That is, in one example, there may be no welds, mechanical attachment devices (e.g., screws, bolts, etc.) at the interfaces between lattice structure 132 and manifold segments 124 and 126.
Further, this continuous and uninterrupted shape of air intake system assembly 120 may be achieved by an additive manufacturing process (e.g., a 3-D printing process). Thus, air intake system assembly 120 may be printed in layers. Manufacturing air induction system assembly 120 in a continuous fashion increases the structural integrity of the assembly and may reduce manufacturing costs as compared to previous manufacturing processes that manufactured the components separately and then welded, bolted, and/or otherwise mechanically attached the components together. It should be appreciated that the intake system assembly 120 may also be constructed from a single type of material (e.g., metal). Specifically, in one example, the air intake system assembly 120 may be constructed from aluminum. However, in other examples, air induction system assembly 120 may be constructed from another suitable material or combination of materials, such as a polymeric material, steel, or the like.
Furthermore, when the intake system assembly 120 is manufactured in an additive manner such that it forms a continuous shape, attachment mechanisms (e.g., screws, bolts, welds, clamps, etc.) between the lattice structure and the intake manifold may be omitted from the assembly as desired. Therefore, the manufacturing cost of the assembly can be reduced. For example, in one example, air intake system assembly 120 may not include any attachment mechanisms, such as screws, bolts, clamps, welds, combinations thereof, and the like. Further, it should be appreciated that when the air intake system assembly 120 is formed in a continuous shape, the structural integrity of the assembly may be increased as compared to an assembly including components welded or bolted to each other.
In the example shown in FIG. 1, air induction system assembly 120 is positioned in engine compartment 134. However, in other examples, at least a portion of air induction system assembly 120 is positioned outside of engine compartment 134. In one example, the engine compartment 134 may house at least portions of the engine 102, such as the cylinders 106 and specifically the cylinder groups 108 and/or 110.
The airflow passages in lattice structure 132 of air induction system assembly 120 (shown in fig. 2-5 and described in greater detail herein) may be designed to receive airflow from either the interior of the engine compartment in one example or the exterior of the engine compartment in another example, depending on the configuration of air induction system assembly 120. For example, airflow over the engine compartment, such as airflow traveling along the hood of a vehicle, may be directed into airflow channels in the lattice structure 132. In other examples, lattice structure 132 may be positioned below nacelle 134. In such an example, the lattice structure 132 may be oriented in line with the airflow traveling under the vehicle such that air is directed into the airflow channels in the lattice structure 132. However, in other examples, the lattice structure 132 may be included in the engine compartment 134 and the airflow passages may be arranged complementary to the airflow pattern in the compartment such that airflow through the passages is increased. Further, in such an example, the outflow of lattice structure 132 may be directed into a section of engine compartment 134 that is in fluid communication with a region surrounding the compartment. In this way, heated air can be directed away from the lattice structure.
The intake system 104 also includes an intake valve 136 coupled to the cylinder 106. The intake valve 136 opens and closes to allow intake airflow into the cylinder 106 at a desired time. In one example, the intake valves 136 may each comprise a poppet valve having a valve stem and a valve head seat and valve seal on a cylinder port in a closed position. However, numerous suitable valve configurations have been contemplated.
An exhaust valve 138 is also coupled to the cylinder 106. The exhaust valve 138 opens and closes to allow exhaust gas to be expelled from the cylinder 106 at a desired time. The exhaust valve 138 may be a poppet-type valve or have other suitable configuration that has the function of opening/closing to allow/inhibit exhaust flow to downstream components.
An exhaust valve 138 is included in an exhaust system 140. The exhaust system 140 also includes an exhaust manifold 142, the exhaust manifold 142 having a first section 144 and a second section 146. The first section 144 receives exhaust from the first cylinder group 108. Likewise, second segment 146 receives exhaust from second cylinder group 110. Exhaust manifold 142 is in fluid communication with emission control device 148 via an exhaust conduit 150. The emission control device 148 may include filters, catalysts, absorbers, combinations thereof, and the like for reducing tailpipe emissions. For example, the emission control device 148 may include a three-way catalyst, a filter, and the like.
The engine 102 also includes an ignition system 152, the ignition system 152 including an energy storage device 154 designed to provide energy to an ignition device 156 (e.g., a spark plug). For example, the energy storage device 154 may include a battery, a capacitor, a flywheel, and the like. Suitable electrical conduits may be used to electrically couple the energy storage device 154 to the ignition device 156. Additionally or alternatively, the engine 102 may perform compression ignition. Thus, in one example, the ignition system 152 may be omitted from the engine 102.
Fig. 1 also shows a fuel delivery system 158. The fuel delivery system 158 provides pressurized fuel to the fuel injectors 160. In the illustrated example, the fuel injector 160 is a direct fuel injector coupled to the cylinder 106. Additionally or alternatively, fuel delivery system 158 may also include a port fuel injector configured to inject fuel upstream of cylinder 106 into intake system 104. For example, a port fuel injector may be an injector having a nozzle that sprays fuel into the intake port at a desired time. The fuel delivery system 158 includes a fuel tank 162 and a fuel pump 164, with the fuel pump 164 being designed to flow pressurized fuel to downstream components. For example, fuel pump 164 may be a pump driven by the rotational output of the engine, with a piston and inlet in the fuel tank introducing fuel into the pump and delivering pressurized fuel to downstream components. However, other suitable fuel pump configurations have been contemplated. It should be appreciated that a fuel line (not shown) provides fluid communication between the fuel pump 164 and the fuel injectors 160. The fuel delivery system 158 may include additional components, such as higher pressure pumps, valves (e.g., check valves), return lines, etc., to support the fuel delivery system in injecting fuel at desired pressures and time intervals.
During engine operation, each cylinder in the engine 106 typically undergoes a four-stroke cycle, including an intake stroke, a compression stroke, an expansion stroke, and an exhaust stroke. During the intake stroke, generally, the exhaust valve closes and the intake valve opens. Air is introduced into the combustion chamber via the corresponding intake conduit and the piston moves to the bottom of the combustion chamber in order to increase the volume within the combustion chamber. Those skilled in the art will generally refer to the position of the piston near the bottom of the combustion chamber and at the end of its stroke (e.g., when the combustion chamber is at its maximum volume) as Bottom Dead Center (BDC). During the compression stroke, the intake and exhaust valves are closed. The piston moves toward the cylinder head to compress air within the combustion chamber. Those skilled in the art will generally refer to the point at which the piston is at the end of its stroke and closest to the cylinder head (e.g., when the combustion chamber is at its smallest volume) as Top Dead Center (TDC). In a process referred to herein as injection, fuel is introduced into the combustion chamber. In a process referred to herein as ignition, injected fuel in the combustion chamber is ignited via a spark from an ignition device, causing combustion. However, in other examples, compression may be used to ignite the air-fuel mixture in the combustion chamber. During the expansion stroke, the expanding gases push the piston back to BDC. The crankshaft converts this piston motion into rotational torque of the rotating shaft. During the exhaust stroke, in conventional designs, the exhaust valves open to release residual combusted air-fuel mixture to the corresponding exhaust passage, and the pistons return to TDC.
Fig. 1 also shows a controller 180 in the vehicle 100. Specifically, the controller 180 is shown in fig. 1 as a conventional microcomputer including: microprocessor unit 181, input/output ports 182, read only memory 183, random access memory 184, keep alive memory 185 and a conventional data bus. The controller 180 is configured to receive various signals from sensors coupled to the engine 102. The sensors may include an engine coolant temperature sensor 190, an exhaust gas composition sensor 191, an exhaust gas flow sensor 192, an intake gas flow sensor 193, a manifold pressure sensor 194, an engine speed sensor 195, and the like.
In addition, the controller 180 is also configured to receive a pedal position signal from a pedal position sensor 196 coupled to a pedal 197, the pedal 197 being actuated by an operator 198. The controller 180 is also configured to receive a throttle position signal from a throttle position sensor 199. It should be appreciated that adjusting the position of the pedal 197 may facilitate adjustment of the throttle valve 118.
Additionally, the controller 180 may be configured to trigger one or more actuators and/or send commands to components. For example, the controller 180 may trigger adjustment of the throttle 118, the fuel delivery system 158 (e.g., fuel injectors 160, fuel pump 164, etc.), the ignition system 152, and the like. Specifically, in one example, the controller 180 may send signals to actuators in the throttle valve 118 regarding increasing and decreasing throttle opening/closing degrees to facilitate throttle adjustments. Accordingly, the controller 180 may also send a signal to the throttle valve 118 to vary the engine speed. Further, the controller 180 may be configured to send control signals to actuators in the fuel pump 164 and fuel injectors 160 to control the amount and timing of fuel injections provided to the cylinders 106. Other suitable components of the engine 102 that receive commands from the controller 180 also function in a similar manner.
In another example, the amount of adjustment of a component, device, actuator, etc. may be empirically determined and stored in a predetermined look-up table and/or function. For example, one table may correspond to conditions related to throttle position, while another table may correspond to conditions related to fuel injection metering. Further, it should be appreciated that the controller 180 may be configured to implement the methods, control strategies, and the like described herein. In particular, the controller 180 may include computer readable instructions stored on a non-transitory memory that, when executed, cause the controller 180 to implement the methods, control strategies, and the like described herein.
FIG. 2 illustrates an example of an air intake system assembly 200. It should be appreciated that the air intake system assembly 200 shown in FIG. 2 is an example of the air intake system assembly 120 shown in FIG. 1. To this end, the intake system assembly 200 provides intake air to the engine cylinders 106 shown in FIG. 1. Furthermore, features of intake system assembly 200 shown in fig. 2 may be included in intake system assembly 120 shown in fig. 1, or vice versa. Further, it should be appreciated that the composition of air intake system assembly 200 shown in fig. 2 may form a continuous shape that may be achieved via an additive manufacturing process such as the process described herein with respect to fig. 10-11.
Reference axes X, Y and Z are provided in FIGS. 2-5 for reference. In one example, the X-axis may be a transverse axis and the Y-axis may be a longitudinal axis. Additionally, the Z axis may be parallel to the gravity axis. It should be understood that other orientations of the shaft have been contemplated.
Referring specifically to FIG. 2, an intake system assembly 200 is shown including an intake manifold 202. The intake manifold 202 includes a first section 204 and a second section 206. The first section 204 and the second section 206 are designed to flow intake air to the downstream cylinders via a flow passage 208. As shown, the flow passage 208 extends vertically from the first section 204 and the second section 206. Additionally, in the example shown, the flow channels 208 have a straight pattern. However, other flow channel orientations and patterns have been contemplated. For example, in other examples, the flow passages may be arced with respect to the X-axis to connect with the intake valves. The flow passage 208 may be sized to achieve a desired airflow rate in the intake system.
The first section 204 includes an inlet portion 210, which inlet portion 210 may be coupled to and receive air from an upstream component, such as a throttle, a compressor, an intake conduit, and the like. Likewise, the second section 206 includes an inlet portion 212. The inlet portions 210 and 212 include flanges 214 having openings 216, which openings 216 may receive attachment devices (e.g., bolts, screws, etc.) attached to upstream components.
Air intake system assembly 200 includes a lattice structure 218, the lattice structure 218 extending between first section 204 and second section 206. The lattice structure 218 includes a plurality of intersecting walls 220. In one example, the plurality of walls 220 includes a first set of walls that intersect a second set of walls at a similar angle. In this way, the walls form a lattice shape. In such an example, the walls in the first set of walls may be parallel to each other and the walls in the second set of walls may be parallel to each other. Additionally, in one example, the wall may be planar. In particular, the wall may have two flat faces in the shape of a rectangle. However, in other examples, the wall may be curved along its length and/or height. In other examples, one or more of the faces of the walls may have a non-flat profile, such as a curved or convex shape or a textured shape, which helps to reduce turbulence of air passing through the lattice structure.
A plurality of airflow channels 222 through which air may pass may be positioned between the plurality of walls 220. In particular, the plurality of walls 220 form the boundaries of the airflow channels 222. The wall 220 extends laterally between the first and second sections of the intake manifold 202. Additionally, in one example, the wall 220 may extend in a vertical direction and extend across the manifold in a horizontal direction. In addition, the gas flow channels 222 extend from a top side 260 of the lattice structure 218 to a bottom side 262 of the lattice structure 218.
The wall 220 is shown extending from a housing 223 of the intake manifold 202. The housing 223 defines an internal conduit 225 through which intake air flows. The internal conduit 225 is in fluid communication with the flow passage 208, which flow passage 208 provides air to downstream intake valves, such as the intake valve 136 shown in FIG. 1. It should be appreciated that in one example, the runner 208 may be coupled directly to the intake valve. Further, it should be appreciated that the inlet of the flow channel 208 opens into the inner conduit 225. In the example shown, the flow passage 208 is shown as including a flange 227. The flange 227 may be coupled to a downstream component. However, in other examples, the flange 227 may be omitted from the air intake system assembly 200.
As shown, the lattice structure 218 is laterally positioned (e.g., interposed) between the first section 204 and the second section 206 of the intake manifold 202. Specifically, lattice structure 218 extends between an inner side 230 of first section 204 and an inner side 232 of second section 206. The first section 204 also includes an outer side 234, and the second section 206 likewise includes an outer side 236. The first section 204 also includes an upstream side 240 and a downstream side 244, with the inlet 242 being located on the upstream side 240. Likewise, the second section 206 includes an upstream side 246 and a downstream side 250, with the inlet 248 being located on the upstream side 246. The first section 204 includes a top side 252 and a bottom side 254. Likewise, second section 206 includes a top side 256 and a bottom side 258. The lattice structure 218 is shown extending from the top side of the manifold section to the bottom side of the manifold section. However, numerous lattice structure patterns have been envisioned. For example, in other examples, the wall 220 may extend vertically along at least a portion of the length of the flow channel 208. In such an example, the wall 220 may also extend between flow channels protruding from the two manifold segments. However, in other examples, the walls may not extend laterally between the flow channels. Although, in still other examples, lattice structure 218 may extend between a portion of the laterally offset flow channels. In another example, the lattice structure 218 may extend along the flow channel 208 to its interface with the intake valve. However, in other examples, the lattice structure 218 may extend along an upper section of each of the flow channels 208, or in some cases, may extend along an upper section in a portion of the flow channels. For example, the lattice structure 218 may extend between a front pair of flow channels and/or a back pair of flow channels. However, numerous lattice structure configurations have been envisioned.
Fig. 2 also shows a flow diverter 224 designed to direct the flow of gas into the lattice structure 218, the flow diverter 224 being included in the air intake system assembly 200. The flow diverter 224 is shown coupled to an outer surface 226 of the housing 223 of the intake manifold 202. The flow director 224 forms an angle 228 with the housing 223 of the intake manifold 202. In one example, angle 228 may be a non-perpendicular angle. However, numerous angular orientations between the flow diverter 224 and the housing 223 have been contemplated.
It should be appreciated that the flow director 224 may be additively manufactured with the intake manifold 202 and the lattice structure 218. Flow diverters 224 may be arranged to divert air into the airflow channels 222 positioned between intersecting walls 220 in the lattice structure. In one example, a metal laser sintering process may be used to manufacture the assembly. However, numerous types of additive manufacturing processes have been contemplated. The method of manufacture is described in more detail herein with respect to fig. 10 and 11.
Fig. 3 shows a top view of the intake system assembly 200 shown in fig. 2. Also shown are the first section 204 and the second section 206 of the intake manifold 202, with the lattice structure 218 extending therebetween. However, in other examples, the lattice structure 218 may extend between the intake manifold sections in a vertical direction and/or a longitudinal direction. It should be appreciated that in the illustrated example, the first section 204 and the second section 206 have a mirror image pattern. However, geometrical variations between the sections have been envisaged.
Shown in fig. 3 are an inner side 230, an outer side 234, an upstream side 240, a downstream side 244, a bottom side 254, and a top side 252 of the first section 204. Likewise, the inboard side 232, outboard side 236, upstream side 246, downstream side 250, bottom side 258, and top side 256 of the second section 206 are also shown in FIG. 3. Also depicted are the intersecting walls 220 and airflow channels 222 of the lattice structure 218, as well as the inlet 242 of the first section 204 and the inlet 248 of the second section 206.
Also shown in FIG. 3 is a flow diverter 224 included in the air intake system assembly 200. The flow director 224 serves to direct the airflow into the airflow channel 222. However, in other examples, the flow diverter 224 may be omitted from the assembly. Additionally, in other examples, additional or alternative flow diverters may be included in the assembly. For example, a flow director may extend from inlet 210 of first section 204 and inlet 212 of second section 206, respectively. However, numerous flow diverter positions and/or patterns have been contemplated.
Further, in one example, where the intake manifold is formed from a single body, one end of the lattice structure 218 may extend from an outer surface of the housing of the intake manifold 202 while having a second end opposite the first end that is not attached to the housing of the intake manifold. In this way, the walls in the lattice structure can be built as cantilevers. Further, in other examples, a portion of the wall in the lattice structure may be coupled to a housing of the intake manifold. Further, in other examples, the walls in the lattice structure may be curved to match the curved profile of the intake manifold housing.
Fig. 4 shows a detailed view of two of the intersecting walls 220 in the lattice structure 218. In particular, the first wall 400 is shown intersecting the second wall 402 at an angle 404. In one example, the angle may be 30 °, 45 °, or in some examples, 90 °. Specifically, in one example, the angle 404 may be an angle between 30 ° and 60 °. In another example, the angle may be between 30 ° and 90 °. When the walls are arranged in this manner, a desired airflow pattern through the lattice structure may be generated that helps to increase the amount of heat transfer from the lattice structure to the surrounding environment.
The first wall 400 intersects the second wall 402 at an intersection point 406. At the intersection points 406, a continuous shape is formed in which the material forming the lattice structure is not interrupted. When the lattice structure is formed in this manner, the structural integrity of the structure may be increased while maintaining a shape that allows a desired amount of air to pass through the airflow channels. Thus, the structural integrity of the air induction system assembly 200 shown in fig. 2 and 3 is increased as compared to previous air induction manifolds that included a solid section of material connecting the manifold sections, while also increasing the amount of heat transfer from the intake air to the ambient environment.
The angle 404 may be selected based on the desired airflow pattern around the air intake system assembly 200 shown in fig. 2 and 3 to increase the amount of air flowing through the passage 222. The first wall and the second wall may be manufactured in an additive manner such that the layers of the structure are formed in a stepwise manner. The additive manufacturing process is discussed in more detail herein with respect to fig. 10 and 11.
Airflow passages 222 in air induction system assembly 200 shown in fig. 2 and 3 are positioned between walls 220. As previously discussed, airflow channels 222 may be oriented such that airflow around air induction system assembly 200 is directed through airflow channels 222 to increase heat transfer from lattice structure 218 to the surrounding environment.
FIG. 5 illustrates a second example of an intake system assembly 500. The intake system assembly 500 may be included in the vehicle 100, and specifically in the intake system 104 shown in fig. 1. Furthermore, air induction system assembly 500 includes lattice structure 502, where lattice structure 502 has a different orientation than lattice structure 218 shown in fig. 2-4. It should be appreciated, however, that the intake manifold 504 to which the lattice structure 502 is attached may have a shape and characteristics similar to the intake manifold 202 shown in fig. 2-3. Further, as previously discussed, the intake manifold 504 and the lattice structure 502 may be formed via additive manufacturing. For example, the uninterrupted structure formed between the intake manifold 504 and the lattice structure 502 may not include any connection joints, seams, etc., and may not be held together via a connection element (e.g., screw, bolt, clamp, etc.) adhesive, etc.
The lattice structure 502 includes a plurality of walls 520. The walls 520 intersect to form a flow channel 522. The flow channels extend longitudinally along the intake manifold 504. In this manner, air may be circulated through the intake manifold in a direction that is in-line with the general direction of intake airflow. In this manner, the amount of heat transferred from the intake air stream to the ambient environment through the lattice structure may be increased when the external air stream is in the generally longitudinal direction. It should be appreciated, however, that numerous suitable lattice structure designs have been contemplated.
Intake manifold 504 includes a housing 506, a first section 508, and a second section 510. In addition, intake manifold 504 includes an internal conduit 512 in fluid communication with upstream intake system components, such as one or more throttles, air cleaners, conduits, etc., and downstream components, such as intake runners, intake manifold, intake valves, etc.
It should be appreciated that the shape of the lattice structure 502, as well as the other lattice structures described herein, may be selected based on a tradeoff between weight reduction of the manifold and desired structural integrity. For example, if the end use environment for the intake manifold is expected to experience higher stresses, the lattice structure may be designed with thicker walls to increase the strength of the manifold assembly. On the other hand, if the expected stresses in the end use environment are low, the wall thickness may be reduced. In addition, the lattice structure can also be designed to have a desired compliance in selected areas to allow energy absorption to buffer external loads. The compliance of the lattice structure is a function of its geometry and the materials used to fabricate the lattice structure.
Moreover, in other examples, other lattice structure configurations have been contemplated. For example, lattice structure 132 shown in fig. 2 and/or lattice structure 502 shown in fig. 5 may have two different unit cells. The unit cell may be a basic unit for forming a lattice structure. Thus, the basic units may be tessellated to form a lattice structure having a geometric repeat of the basic geometric units. It should be appreciated that in some examples, the lattice structure may be divided (e.g., laterally, longitudinally, diagonally, etc.) into different sections with different unit cells. For example, an upper portion or front portion of the lattice structure may be formed by a first unit cell, while a bottom portion or rear portion of the lattice structure may be formed by a second cell different from the first unit cell. In this manner, selected sections of the lattice structure may have different geometries with different features such as heat transfer, structural reinforcement, and/or load damping features. Therefore, the adaptability of the lattice structure is increased, thereby expanding the applicability of the structure.
Fig. 6-9 illustrate different examples of unit cells that may be included in lattice structure 218 shown in fig. 2 and/or lattice structure 502 shown in fig. 5. The unit cells shown in fig. 6-9 are microstructures that can be tessellated to form macrostructures, such as walls, in the lattice structure. However, numerous unit cell arrangements have been envisaged.
Fig. 6 specifically illustrates a unit cell 600 having a curved section 601 connected at a node 602. Fig. 7 shows another unit cell 700, the unit cell 700 having a substantially straight section 702 connected at a node 704. Fig. 8 shows a unit cell 800 having a section 802, the section 802 having an external curvature at a node 804. Fig. 9 shows a curved section 902 of the unit cell 900. It should be appreciated that the unit cells shown in fig. 6-9 may be microstructures that may be sized and arranged into macrostructures that direct air or a cooling fluid (e.g., water) therethrough to transfer heat away from the intake manifold. As previously discussed, the microstructure (e.g., unit cell shape) may vary across the length, width, etc. of the lattice structure to achieve desired heat transfer and/or structural reinforcement features.
Fig. 2-9 illustrate exemplary configurations with relative positioning of various components. Such elements, if shown in direct contact or directly coupled to one another, may be referred to as being in direct contact or directly coupled, respectively, at least in one example. Similarly, elements shown as abutting or adjacent to each other may be abutting or adjacent to each other, respectively, at least in one example. By way of example, components placed in coplanar contact with each other may be referred to as coplanar contacts. As another example, in at least one example, elements that are positioned apart from one another such that there is only a space between them without other components may be referred to as such. As yet another example, elements shown above/below each other, on opposite sides of each other, or on left/right sides of each other may be referred to as such with respect to each other. Further, as shown, in at least one example, the topmost element or the topmost point of an element may be referred to as the "top" of the component, and the bottommost element or the bottommost point of an element may be referred to as the "bottom" of the component. As used herein, top/bottom, upper/lower, above/below may be with respect to the vertical axis of the drawings and are used to describe the positioning of elements in the drawings with respect to each other. Thus, in one example, an element shown as being above other elements is positioned vertically above the other elements. As yet another example, the shapes of the elements shown in the figures may be referred to as having those shapes (e.g., such as rounded, rectilinear, planar, curved, rounded, chamfered, angled, etc.). Further, in at least one example, elements that are shown as intersecting one another may be referred to as intersecting elements or as intersecting one another. Also, in one example, an element shown within another element or shown outside of another element may be referred to as such. For example, as an example, fig. 2 shows the Z-axis vertical with respect to gravity.
FIG. 10 illustrates a method 1000 for manufacturing an air induction system assembly. The method 1000, as well as other methods of manufacture described herein, may be used to manufacture the air induction system assembly described above with respect to fig. 1-9. However, in other examples, the manufacturing method may be used to manufacture other suitable air induction system assemblies. Further, the manufacturing method 1000 depicted in fig. 10, as well as other manufacturing methods described herein, may be implemented via an additive manufacturing apparatus. The apparatus may include devices designed to layer a printing air intake system assembly, such as a laser (e.g., a solid state laser), carriage, roller, robotic arm, optical sensor, temperature sensor, position sensor, metal powder reservoir, optical component (e.g., scanning mirror, lens, etc.) piston, and the like. Further, the additive manufacturing apparatus may include a controller including a memory (e.g., a non-transitory memory) and a processor. The instructions may be stored in the memory as code that is executable by a processor in the device to implement the manufacturing processes described herein. However, in other examples, at least a portion of the method steps may be implemented manually.
Additionally, the additive manufacturing device may include an interface (e.g., a graphical user interface) that may be presented on a display. In some instances, the interface may be configured to allow the manufacturing process to be at least partially manually controlled, and/or may also support personnel monitoring different aspects of the manufacturing process during manufacturing. The additive manufacturing apparatus may further comprise an input/output port for receiving/transmitting data such as a model of the air intake system assembly. In this way, the additive manufacturing apparatus may be connected with an external computing device.
At 1002, the method includes determining a model of an intake system assembly including an intake manifold and a lattice structure. For example, in one example, an air induction system assembly may include: an intake manifold, the two sections of the intake manifold being spaced apart from one another; and a lattice structure extending between the two manifold segments. However, numerous air induction system assembly styles have been contemplated. For example, in one example, the intake manifold may be formed as a single segment, and one side of the lattice structure may be coupled to a housing of the intake manifold. In such an example, the second side of the lattice structure may not be coupled to an air intake system component.
Next, at 1004, the method includes printing a plurality of metal layers to form an air intake system assembly including an air intake manifold and a lattice structure that form a continuous shape. As previously discussed, the intake manifold includes a housing defining an internal conduit in fluid communication with the intake valve. Further, the lattice structure extends from an outer surface of the housing, and the lattice structure includes a plurality of intersecting walls. Further, in one example, the lattice structure may be positioned outside of the engine compartment, or a portion of the lattice structure and/or assembly may be positioned outside of the engine compartment. However, in other examples, the lattice structure may be positioned at least partially within the engine compartment.
In one example, the plurality of layers may be metal layers, such as aluminum in one example. However, other suitable materials may be used to construct the air induction system assembly, such as steel, polymeric materials, and the like. Further, in one example, printing the plurality of metal layers may include performing a direct laser metal sintering process. In one example, the direct laser metal sintering process may include melting and fusing metal powders together to form the assembly using a high power density laser.
FIG. 11 illustrates a method 1100 for manufacturing an air induction system assembly. At 1102, the method includes generating a 3D modeling package for the structural material and the fluid path. For example, the fluid path of the desired airflow through the air intake system may be loaded into the 3D modeling package.
Next, at 1104, the method includes generating a target design feature of the intake system assembly. The target design features may include boundary conditions, thermal requirements, packaging style, and the like. For example, various aspects of an air induction system configuration, such as compressor type, throttle position, intake conduit style, intake conduit length, air filter style/size, etc., may be used to determine a desired intake air temperature in the air induction system.
At 1106, the method includes generating a pattern of the intake system assembly based on the fluid path and the input load. For example, the pattern of the housing of the intake system assembly and/or the internal flow path of the assembly may be determined as well as the expected external load. At 1108, the method includes modifying a topological layout of the assembly based on the target design feature. For example, the topology of the air induction system assembly may be changed to achieve the thermal requirements of the assembly. Thus, in one instance, the thickness in a selected section of the intake manifold housing may be reduced to increase the rate of heat transfer from the intake air to the intake manifold.
At 1110, the method includes determining a pattern of lattice structures included in the assembly based on the stress distribution. For example, the expected loading of the lattice structure may be determined and inserted into a stress distribution simulation of the lattice structure. It should be appreciated that the pattern of the lattice structure may be varied based on stress simulations. In some examples, the pattern of the lattice structure may be iteratively changed based on sequentially performed external loading simulations. In particular, in one example, the pattern of the lattice structure may be selected such that the structural integrity goal is met while reducing the weight of the assembly.
At 1112, the method includes modifying a pattern of the lattice structure based on the external gas flow path. For example, an expected airflow path around the air intake system assembly may be predicted, and the airflow pattern may be used to design a lattice structure that receives a target amount of airflow therethrough. For example, in one example, the assembly may be positioned outside of the engine compartment, and the inlets of the airflow passages in the lattice structure may be aligned with the general airflow direction in the region outside of the engine compartment. In this manner, the lattice structure can be designed to increase airflow through the air channels in the structure based on the expected airflow pattern in the end use environment. Thus, the amount of heat transferred from the air traveling through the manifold to the ambient environment may be increased.
At 1114, the method includes performing stress analysis and multi-body dynamics on the intake system assembly. At 1116, the method includes generating an assembly slice for the additive manufacturing apparatus. For example, the air intake system assembly may be divided into multiple layers for use in a 3D printing process. For example, the air intake system assembly may be divided into multiple planes that may be parallel to the X-Y plane shown in FIGS. 2-4. However, in other examples, the assembly may be divided parallel to the Z-Y plane or Z-X plane shown in FIGS. 2-5. Thus, the plane allows a three-dimensional pattern of assemblies to be embodied in each section intended for printing.
Next, at 1118, the method includes constructing an air intake system assembly using an additive manufacturing process. In one example, the additive manufacturing process may include printing the metal layers to form the air intake system assembly based on the pattern generated in steps 1102-1116. Thus, the layers may be formed in a stepwise manner to construct the assembly using a desired pattern. Further, in one example, the additive manufacturing process may be a direct laser metal sintering process, wherein a laser (e.g., a high power density laser) is used to melt and fuse metal powders together to form the assembly in a selected pattern. For example, a layer of metal powder may be applied to a surface, and then a high power density laser is delivered across the surface to sinter the metal in a desired pattern. This process may be repeated for each layer of the assembly to form the air intake system assembly using a continuous pattern. Additionally, in one example, the metal powder may include aluminum, while in other examples, the metal powder may include steel.
The air intake system assembly described herein has the following technical effects: the structural integrity of the assembly is increased while providing enhanced heat transfer functionality. For example, the lattice structures described herein act as air-to-air heat exchangers and increase the shear, compression, and tensile strength of the assembly. Therefore, the engine combustion efficiency of the engine can be increased, and the emissions can be reduced due to the decrease in the intake air temperature. Further, due to the heat removal function of the intake system assembly, other heat exchangers (e.g., an intercooler) in the intake system may be reduced in size or, in some cases, omitted from the intake system. Therefore, the cost and size of the intake system can be reduced.
The invention is further described in the following paragraphs. In one aspect, an air intake system assembly is provided, the air intake system assembly comprising: an intake manifold including a housing defining an internal conduit in fluid communication with an intake valve; and a lattice structure extending from an outer surface of the housing, wherein the lattice structure comprises a plurality of intersecting walls, and wherein the lattice structure and the housing form a continuous block of material.
In another aspect, a method for manufacturing an air intake system assembly is provided that includes printing a plurality of metal layers to form an air intake system assembly that includes an air intake manifold and a lattice structure that form a continuous shape, wherein the air intake manifold includes an outer shell that defines an internal conduit in fluid communication with an air intake valve, wherein the lattice structure extends from an outer surface of the outer shell, and wherein the lattice structure includes a plurality of intersecting walls.
In another aspect, an air intake system assembly is provided that includes an additively manufactured intake manifold and a lattice structure forming a continuous shape, wherein the intake manifold includes a housing defining an internal conduit in fluid communication with a plurality of intake runners that provide intake air to a plurality of intake valves, wherein the lattice structure extends from an outer surface of the housing, and wherein the lattice structure includes a plurality of intersecting walls defining a plurality of cooling passages positioned between the plurality of intersecting walls.
In any one or combination of aspects, the intake manifold may include a first section and a second section, and the lattice structure extends between the first section and the second section.
In any one or combination of aspects, the first zone may be in fluid communication with a first cylinder group and the second zone is in fluid communication with a second cylinder group.
In any one or combination of aspects, the air intake system assembly can further include a flow director coupled to the housing and introducing the airflow into the lattice structure.
In any one or combination of aspects, the flow diverter may be disposed at a non-perpendicular angle relative to the outer surface of the housing.
In any one of the aspects or in a combination of the aspects, the lattice structure may be positioned outside of the engine compartment.
In any of the aspects or in combinations of the aspects, the lattice structure and the shell may be constructed of equivalent materials.
In any of the aspects or in a combination of the aspects, an equivalent material may be aluminum.
In any of the aspects or in a combination of the aspects, the intake manifold and the lattice structure may be cooperatively configured using additive manufacturing.
In any of the aspects or in a combination of the aspects, the plurality of metal layers may be aluminum layers.
In any of the aspects or in a combination of the aspects, printing the plurality of metal layers may include performing a direct laser metal sintering process.
In any one of the aspects or in a combination of the aspects, the lattice structure may be positioned outside of the engine compartment.
In any one or combination of aspects, the intake manifold may include a first section and a second section, and the lattice structure extends between the first section and the second section.
In any one or combination of aspects, the intake manifold may include a first section and a second section, and the lattice structure extends between the two sections, and wherein the first section is in fluid communication with the first cylinder group and the second section is in fluid communication with the second cylinder group.
In any one or combination of aspects, the lattice structure may be positioned outside of the engine compartment, and wherein the engine compartment may at least partially enclose the first and second cylinder groups.
In any one of the aspects or in a combination of the aspects, the housing and the lattice structure of the intake manifold may be constructed of aluminum.
In any one or combination of aspects, the air intake system assembly can further comprise a flow director coupled to the housing and introducing the air flow into the lattice structure, and wherein the flow director is arranged at a non-perpendicular angle relative to an outer surface of the housing.
In any one or combination of the aspects, the plurality of intersecting walls in the lattice structure can include a first wall that intersects a second wall at a different angle than an angle formed between the third wall and the fourth wall.
In any one or combination of the aspects, the plurality of intersecting walls in the lattice structure can include a first wall that intersects a second wall at an angle between 30 degrees and 60 degrees.
It will be appreciated that the configurations and routines disclosed herein are exemplary in nature, and that these specific embodiments are not to be considered in a limiting sense, because numerous variations are possible. For example, the above-described techniques may be applied to V-6 cylinders, inline 4 cylinders, inline 6 cylinders, V-12 cylinders, opposed 4 cylinders, and other engine types. The subject matter of the present disclosure includes all novel and nonobvious combinations and subcombinations of the various systems and configurations, and other features, functions, and/or properties disclosed herein.
The following claims particularly point out certain combinations and subcombinations regarded as novel and nonobvious. These claims may refer to "an" element or "a first" element or the equivalent thereof. Such claims should be understood to include incorporation of one or more such elements, neither requiring nor excluding two or more such elements. Other combinations and subcombinations of the disclosed features, functions, elements, and/or properties may be claimed through amendment of the present claims or through presentation of new claims in this or a related application. Such claims, whether broader, narrower, equal, or different in scope to the original claims, also are regarded as included within the subject matter of the present disclosure.
According to the present invention, there is provided an intake system assembly having: an intake manifold including a housing defining an internal conduit in fluid communication with an intake valve; and a lattice structure extending from an outer surface of the housing; the lattice structure includes a plurality of intersecting walls; the lattice structure and the housing form a continuous block of material.
According to one embodiment, the intake manifold includes a first section and a second section, and the lattice structure extends between the first section and the second section.
According to one embodiment, the first section is in fluid communication with the first cylinder group and the second section is in fluid communication with the second cylinder group.
According to one embodiment, the invention also features a flow diverter coupled to the housing and directing an air flow into the lattice structure.
According to one embodiment, the flow diverter is arranged at a non-perpendicular angle relative to the outer surface of the housing.
According to one embodiment, the lattice structure is positioned outside the engine compartment.
According to one embodiment, the lattice structure and the housing are constructed of comparable materials.
According to one embodiment, the equivalent material is aluminum.
According to one embodiment, the intake manifold and the lattice structure are cooperatively structured using additive manufacturing.
According to the present invention, a method for manufacturing an air intake system assembly, the method comprises: printing a plurality of metal layers to form an air intake system assembly comprising an air intake manifold and a lattice structure forming a continuous shape; wherein the intake manifold includes a housing defining an internal conduit in fluid communication with an intake valve; wherein the lattice structure extends from an outer surface of the housing; and wherein the lattice structure comprises a plurality of intersecting walls.
According to one embodiment, the plurality of metal layers is an aluminum layer.
According to one embodiment, printing the plurality of metal layers includes performing a direct laser metal sintering process.
According to one embodiment, the lattice structure is positioned outside the engine compartment.
According to one embodiment, the intake manifold includes a first section and a second section, and the lattice structure extends between the first section and the second section.
According to the present invention, there is provided an intake system assembly having: an additively manufactured intake manifold and a lattice structure forming a continuous shape; wherein the intake manifold includes a housing defining an internal conduit in fluid communication with a plurality of intake runners providing intake air to a plurality of intake valves; wherein the lattice structure extends from an outer surface of the housing; and wherein the lattice structure includes a plurality of intersecting walls defining a plurality of gas flow channels positioned between the plurality of intersecting walls.
According to one embodiment, the intake manifold includes a first section and a second section, and the lattice structure extends between the two sections, and wherein the first section is in fluid communication with the first cylinder group and the second section is in fluid communication with the second cylinder group.
According to one embodiment, the lattice structure is positioned outside the engine compartment, and wherein the engine compartment at least partially encloses the first cylinder group and the second cylinder group.
According to one embodiment, the housing and lattice structure of the intake manifold are constructed from aluminum.
According to one embodiment, the invention also features a flow diverter coupled to the housing and directing an airflow into the lattice structure, and wherein the flow diverter is arranged at a non-perpendicular angle relative to an outer surface of the housing.
According to one embodiment, the plurality of intersecting walls in the lattice structure include a first wall that intersects a second wall at an angle between 30 degrees and 60 degrees.
