Dual Venturi Exhaust Assembly

Abstract

An exhaust assembly for a work vehicle having at least two venturi passages positioned to receive inlet gases from an engine compartment that can intermix with, and cool a temperature of, an exhaust gas flowing through the exhaust assembly. A first portion of the exhaust assembly is configured to be coupled to an engine component, such as an exhaust gas treatment system, that can be mounted to a prime mover of the work vehicle. The first portion can also be mechanically decoupled from a second portion of the exhaust assembly so as to prevent the formation of bending moments at the coupling between the engine component and the first portion of the exhaust assembly. A first venturi passage can be formed at a transition between the first and second portions of the exhaust assembly, and a second venturi passage can be downstream of the first venturi passage.

Description

FIELD OF DISCLOSURE

The present disclosure generally relates to exhaust systems for work vehicles, and, more specifically, to exhaust systems coupled to exhaust treatment systems that are mounted to prime movers of work machines.

BACKGROUND

Managing exhaust flow and controlling component temperatures can present a variety of different challenges in the field of work vehicles, such as backhoe loaders, among others. The exhaust systems of these work vehicles can be integral to their operation, and can affect not only engine performance but also safety and compliance with environmental regulations. Traditional exhaust systems often struggle with heat management, which can lead to elevated exterior surface temperatures and increased risk of fire, especially in confined underhood environments. Additionally, the regulatory landscape can often necessitate that exhaust systems comply with relatively stringent emission standards and operational requirements. However, satisfying such standards and requirements can be further complicated based at least on space constraints within an engine compartment for such exhaust systems, as well as by addressing variations in engine compartment configurations for different types of work vehicles.

SUMMARY

The present disclosure may comprise one or more of the following features and combinations thereof.

In one embodiment of the present disclosure, an exhaust assembly is provided for a delivery of an exhaust gas generated by an operation of a prime mover in an engine compartment of a work vehicle to an outside ambient environment. The exhaust assembly can include a first portion having a first passage that extends from a first end to a second end of the first portion. The first end of the first portion can be configured to be coupled to an engine component of the work vehicle from which the exhaust gas is received. The exhaust assembly can also include a second portion having at least a second passage that extends from a first end to a second end of the second portion. The second passage at the first end of the second portion can be configured for alignment with the first passage at the second end of the first portion to receive exhaust gas from the first portion without the first portion being coupled to the second portion. Additionally, the second end of the first portion can be configured and positioned relative to the first end of the second portion to define a first venturi passage between the first and second portions for generation of a force to draw a first inlet gas from within the engine compartment into the second passage with a flow of the exhaust gas into the second passage to provide a first intermixed gas. Further, the second portion can include a second venturi passage downstream of the first venturi passage and that can be configured to generate a force to draw a second inlet gas from within the engine compartment into the second passage with a flow of the first intermixed gas along at least a portion of the second portion.

In another embodiment of the present disclosure, an exhaust assembly is provided for a delivery of an exhaust gas outputted from an exhaust treatment system in an engine compartment of a work vehicle to an outside ambient environment. The exhaust assembly can include a first exhaust nozzle having a first exhaust passage. A first section of the first exhaust nozzle can be configured to be secured to an outlet of the exhaust treatment system to receive a flow of the exhaust gas into the first exhaust passage from the exhaust treatment system. The exhaust assembly can also include a second exhaust nozzle having a second exhaust passage. A first section of the second exhaust nozzle can be configured to both receive a portion of a second section of the first exhaust nozzle to align the first exhaust passage with the second exhaust passage and to accommodate relative movement between the first and second exhaust nozzles without the second exhaust nozzle being coupled to the first exhaust nozzle. Additionally, the exhaust assembly can include a first venturi passage that can be positioned between the second section of the first exhaust nozzle and the first section of the second exhaust nozzle. The first venturi passage can be configured to accommodate a formation of a first venturi effect to draw a flow of a first inlet gas from within the engine compartment into the second exhaust passage with a flow of the exhaust gas from the first exhaust passage to the second exhaust passage, the exhaust gas and the first inlet gas being intermixed within the second exhaust passage to provide a first intermixed gas. The exhaust assembly can further include a second venturi passage positioned between the first venturi passage and an outlet of an exhaust stack of the exhaust assembly. The second venturi passage can be configured to accommodate a formation of a second venturi effect to draw a flow of a second inlet gas from within the engine compartment into a flow of the first intermixed gas in the exhaust assembly, the second inlet gas being mixed with the first intermixed gas within the exhaust assembly to provide a second intermixed gas. The exhaust stack can have an exhaust passage configured to deliver the second intermixed gas to the outlet, the outlet being configured to disperse the second intermixed gas into the outside ambient environment.

These and other features of the present disclosure will become more apparent from the following description of the illustrative embodiments.

BRIEF DESCRIPTION OF THE DRAWINGS

The disclosure contained herein is illustrated by way of example and not by way of limitation in the accompanying figures. For simplicity and clarity of illustration, elements illustrated in the figures are not necessarily drawn to scale. For example, the dimensions of some elements can be exaggerated relative to other elements for clarity. Further, where considered appropriate, reference labels have been repeated among the figures to indicate corresponding or analogous elements.

FIG. 1 illustrates a side view of a simplified representation of an exemplary work vehicle having an exhaust gas treatment system mounted to a prime mover and which includes an exhaust assembly.

FIG. 2 illustrates a bottom side perspective view of a portion of an exhaust assembly fluidly coupled to an exhaust gas treatment system that is mounted to a prime mover within an engine compartment of a work vehicle.

FIG. 3 illustrates a side view of an exemplary exhaust assembly.

FIG. 4 illustrates a perspective view of the exhaust assembly shown in FIG. 3.

FIGS. 5 and 6 illustrate top and bottom side perspective views, respectively, of an exemplary first nozzle for the exhaust assembly.

FIGS. 7 and 8 illustrate a side view and a bottom side perspective view, respectively, of an exemplary second nozzle for the exhaust assembly.

FIG. 9 illustrates a side view of a first venturi passage formed by the positioning of first and second nozzles for the exhaust assembly.

FIG. 10 illustrates a cross-sectional view of a portion of the exhaust assembly taken along line 10-10 in FIG. 3.

FIG. 11 illustrates a cross-sectional view of an exemplary auxiliary exhaust nozzle for the exhaust assembly.

FIG. 12 illustrates an exemplary support leg for use with an exemplary support plate of the exhaust assembly.

FIG. 13 illustrates a top side perspective view of an exemplary support plate for the exhaust assembly.

FIG. 14 illustrates a side view of a portion of the exhaust assembly at which a second venturi passage is provided by a second portion of the exhaust assembly.

FIG. 15 illustrates a partial cross-sectional view of the exhaust assembly taken across the second portion of the second exhaust nozzle and depicts another exemplary embodiment of a support plate.

FIG. 16 illustrates a cross-sectional view of a portion of the exhaust assembly showing at least the support plate shown in FIG. 15.

FIG. 17 illustrates a partial cross-sectional view of the exhaust assembly taken along line 17-17 in FIG. 3.

FIG. 18 illustrates a partial cross-sectional view of the exhaust assembly taken along line 18-18 in FIG. 3.

FIG. 19 illustrates an alternative embodiment for the second venturi passage for second portion of the exhaust assembly.

Corresponding reference numerals are used to indicate corresponding parts throughout the several views.

DETAILED DESCRIPTION

While the concepts of the present disclosure are susceptible to various modifications and alternative forms, specific embodiments thereof have been shown by way of example in the drawings and will be described herein in detail. It should be understood, however, that there is no intent to limit the concepts of the present disclosure to the particular forms disclosed, but on the contrary, the intention is to cover all modifications, equivalents, and alternatives consistent with the present disclosure and the appended claims.

References in the specification to “one embodiment,” “an embodiment,” “an illustrative embodiment,” etc., indicate that the embodiment described can include a particular feature, structure, or characteristic, but every embodiment can or cannot necessarily include that particular feature, structure, or characteristic. Moreover, such phrases are not necessarily referring to the same embodiment. Further, when a particular feature, structure, or characteristic is described in connection with an embodiment, it is submitted that it is within the knowledge of one skilled in the art to effect such feature, structure, or characteristic in connection with other embodiments whether or not explicitly described. Additionally, it should be appreciated that items included in a list in the form of “at least one A, B, and C” can mean (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C). Similarly, items listed in the form of “at least one of A, B, or C” can mean (A); (B); (C); (A and B); (A and C); (B and C); or (A, B, and C).

In the drawings, some structural or method features can be shown in specific arrangements or orderings. However, it should be appreciated that such specific arrangements and orderings can not be required. Rather, in some embodiments, such features can be arranged in a different manner or order than shown in the illustrative figures. Additionally, the inclusion of a structural or method feature in a particular figure is not meant to imply that such feature is required in all embodiments and, in some embodiments, can not be included or can be combined with other features.

Exhaust systems in work vehicles often can be subjected to substantial engine movement and assembly tolerances. The rigidity of conventional coupling methods between engine-mounted and chassis-mounted components, including exhaust systems, can result in undesirable stress and misalignment, which can impair performance and durability of the exhaust system and/or engine components, including exhaust treatment systems to which the exhaust system can be coupled, including mounted. Additionally, ensuring proper mixing of exhaust gases with ambient air to promote effective cooling is often hindered by existing systems' limitations.

Embodiments of the subject disclosure address at least such deficiencies by providing an exhaust assembly having a first portion and a second portion. A first end of the first portion can be coupled, including securely attached to, an engine component, including an outlet of an exhaust treatment system, while a second end of the first portion, as well as other portions of the first portion, is/are not attached, and, optionally, not in direct physical contact with, the second portion of the exhaust system, yet still maintained in alignment such that exhaust gases received by the first portion can flow from the first portion and into the second portion. By not mechanically coupling the first portion to the second, downstream portion of the exhaust assembly, the bending moments placed by the exhaust system on the engine component to which the exhaust system is attached can be minimized, if not eliminated. Additionally, the location between the second portion and the detached first portion of the exhaust assembly can be configured to provide the exhaust assembly with a first venturi passage through which, in response to venturi effect created at least by the flow of exhaust gases flowing from the first portion to the second portion can generate a force (e.g., suction) that can draw inlet gases from within the engine compartment into the second portion with the received exhaust gases. The received inlet gases can be mixed with the received exhaust gases at least within the second portion in a manner that can reduce the temperature of the exhaust gases. The second portion can also include at least one other venturi passage downstream of the first venturi passage, which can introduce additional inlet gases that can also be intermixed with the exhaust gases and previously received inlet gases in a manner that can at least further reduce the temperature of the exhaust gas that will be subsequently released by the exhaust assembly into an ambient environment outside of at least the engine compartment.

The embodiments of the exhaust assembly discussed herein are therefore configured to optimize exhaust flow while maintaining underhood component temperatures within safe limits. Additionally, the exhaust assemblies discussed herein can support engine movement variations without compromising the alignment of the exhaust system, and also allow for effective cooling through improved mixing of exhaust gases within inlet gases. Further, by enhancing the ability to reduce exhaust gas temperatures, and thereby reduce external temperatures of at least some components of the exhaust assembly, the exhaust assemblies discussed herein can enhance safety by reducing fire risk and ensuring compatibility with current regulations, while also being able to satisfy the demands of efficient operation in modern work vehicles.

FIG. 1 illustrates a side view of an exemplary work vehicle 10. In the illustrated embodiment, the work vehicle 10 is depicted as a loader, and, more specifically, a backhoe loader. The work vehicle 10, however, can be a variety of other vehicles, including, for example, construction, forestry, utility, or agricultural vehicle, including, but not limited to, a loader, crawler, crawler dozer, bulldozer, motor grader, excavator, or tractor, among other vehicles.

The work vehicle 10 can include a chassis 12, a prime mover 14, and one or more ground engagement bodies 16, including, for example, wheels, belts, or tracks, as well as various combinations thereof. The prime mover 14 (e.g., engine) can provide power that is transmitted to one or more of the ground engagement bodies 16 to propel the work vehicle 10 across the adjacent ground surface.

According to certain embodiments, the work vehicle 10 can include an operator cab 20 that can be supported by the chassis 12 and configured to house one or more operators of the work vehicle 10. The operator cab 20 can include one or more input devices, including, but not limited to, a foot pedal, steering wheel, joystick, switches, buttons, keyboard, keypad, touch screen, monitor, and/or microphone, among other input devices. The operator can utilize such an input device(s) for operating the work vehicle 10, including controlling the work vehicle and/or inputting one or more operator commands or selections. Additionally, or alternatively, the work vehicle 10 can be an autonomous or semi-autonomous vehicle.

The work vehicle 10 can include one or more implements 22, such as, for example, a work tool that the work vehicle 10 can utilize to perform work, including, for example, a tool for a construction or agricultural operation, among other types of work. The type of implement(s) 22 can therefore vary for different types of work vehicles 10, and/or for different types of work that is to be performed by the work vehicle 10. For example, in the illustrated embodiment, the implement 22 is a bucket that is moveably coupled to the chassis 12 for scooping, carrying, and dumping dirt and other materials. Accordingly, in the illustrated embodiment, at least one hydraulic or pneumatic cylinder 24 is provided to operate bucket 22, which can be selectively actuated via the operator using one or more of the input devices. While FIG. 1 illustrates an implement 22 in the form of a bucket, according to other embodiments, the implement 22 can be a blade(s), fork(s), tiller(s), or mower(s), among other tools.

As seen in FIGS. 1 and 2, to reduce emissions generated by at least the operation of the prime mover 14 of the work vehicle 10, the work vehicle 10 can include an exhaust treatment system 18. According to the illustrated embodiment, the exhaust treatment system 18 is mounted to the prime mover 14 (e.g., engine) rather than being mounted to the chassis 12. Thus, the prime mover 14, as well as the portion of the exhaust treatment system 18 that is mounted to the prime mover 14, can be positioned within an engine compartment 30 of the work vehicle 10. The area or space provided by the engine compartment 30 can be at least partially defined by the chassis 12 and a hood 32 of the work vehicle 10.

According to certain embodiments, the exhaust treatment system 18 can include a first cannister 26 and a second cannister 28. The first cannister 26 can include a catalyzed exhaust filter that contains a diesel oxidation catalyst (DOC) that is configured to react with exhaust gases generated by the operation of the prime mover 14 and that flow through the first cannister 26 to reduce carbon monoxide, hydrocarbons, and some particulate matter in the exhaust gas. The first cannister 26 can further include a particulate filter having porous channel walls that are configured to trap and hold remaining particulate matter from the exhaust gas. Exhaust gas that flows through the first cannister 26 can flow into the second cannister 28. According to certain embodiments, the second cannister 28 can be, or otherwise house, a selective catalytic reduction (SCR) system, including, for example, an SCR system 29 that includes an SCR catalyst for removing NOx from the exhaust gas.

The work vehicle 10 can also include an exhaust assembly 100 that is in fluid communication with an outlet of the exhaust treatment system 18. For example, in the illustrated embodiment, the exhaust assembly 100 can be coupled, including attached or mounted, to an outlet 34 of the second cannister 28, which can be an outlet 34 of the SCR system 29.

FIG. 3 illustrates a side view of an exemplary exhaust assembly 100 that is configured to receive, at an inlet 101 of the exhaust assembly 100, exhaust gas from the exhaust treatment system 18. As discussed below, the exhaust assembly 100 is configured to provide at least two venturi passages 156, 168 positioned at different locations along a length of the exhaust assembly 100 for the introduction of an inlet gas, such as, for example, air, among other gases, flowing within the engine compartment 30, also referred to as under hood air, into the exhaust assembly 100. Such inlet gases flowing through the venturi passages 156, 168 can be mixed within the exhaust assembly 100 with exhaust gases that have been outputted from the exhaust treatment system 18 as those exhaust gases are flowing through the exhaust assembly 100, and before release of the exhaust gases into an adjacent ambient environment. Additionally, the exhaust assembly 100 can be constructed from a variety of materials, or different materials, including, but not limited to metallic materials, among others.

As inlet gases enter the exhaust assembly 100 through the venturi passages 156, 168, the inlet gases can be cooler than the exhaust gas flowing through the exhaust assembly 100. These inlet gases can thus serve as a coolant that can at least assist in reducing the temperature of the exhaust gases within, and eventually exiting from, the exhaust assembly 100. Further, such an approach to the management of the thermal characteristics of the exhaust gases within and exiting the exhaust assembly 100 can lower the surface temperature of the exhaust stack 108, as well as components of the work vehicle 10 that can be coupled to, or in the vicinity of, the exhaust assembly 100. For example, a reduction in the surface temperature of one or more walls of the exhaust stack 108 related to a reduction in the temperature of the exhaust gas within the exhaust stack 108 can assist in reducing the surface temperature of other portions of the work vehicle 10 that can be connected to, or in the vicinity of, the exhaust stack 108, including a surface temperature of at least a portion of the hood 32, which can minimize the risk of injury associated with contact with a heated portion of the hood 32. Additionally, a reduction in the temperatures of the exhaust stack 108 and the exhaust gases therein can reduce the risk of heat-induced damage or fire within, and/or outside of, the engine compartment 30. Further, the reduction of exhaust gas temperature can assist in maintaining compliance with operational demands and regulatory standards, including guidelines regarding the temperature of exhaust gas released from the outlet 103 of the exhaust assembly 100 not exceeding a predetermined temperature within a certain distance away from the outlet 103 or the exhaust stack 108.

The exhaust assembly 100 is also configured to minimize the bending moment at the connection between the exhaust assembly 100 and the exhaust treatment system 18. According to certain embodiments, the inlet 101 of the exhaust assembly 100 can be coupled, including attached, to the outlet 34 of the second cannister 28, such as the SCR system 29, among other portions of the exhaust treatment system 18. As the exhaust treatment system 18 can be mounted to the prime mover 14, the exhaust treatment system 18 can experience dynamic conditions, including vibrations and positional shifts about the engine compartment 30, similar to those the prime mover 14 can experience and generate during operation of the work vehicle 10. Such dynamic conditions can result in the outlet 34 being subjected to potentially damaging bending moments, particularly as the outlet 34 may move with a movement of the engine-mounted exhaust treatment system 18 attributed to at least the movement of the prime mover 14. To minimize, if not prevent, the formation of such bending moments at the outlet 34 of the second cannister 28, a first portion 105 of the exhaust assembly 100 that is coupled to the outlet 34 can be mechanically decoupled from at least another, downstream second portion 107 of the exhaust assembly 100. By mechanically decoupling portions of the exhaust assembly 100, and with the first portion 105 of the exhaust assembly 100 generally suspended relative to other portions of the exhaust assembly 100, the exhaust assembly 100 can provide the first portion 105 with a floating capability relative to the second portion 107. This floating capability can allow the first portion 105 to avoid, or have minimal, physical contact or connection with/to the second portion 107 of the exhaust assembly 100. The lack of mechanical coupling between the first and second portions 105, 107 of the exhaust assembly 100 can accommodate the exhaust treatment system 18, including the outlet 34, generally moving freely relative to portions of the exhaust assembly 100, minimizing additional stress or strain on the outlet 34. Additionally, this movement of the exhaust treatment system 18 relative to portions of the exhaust assembly 100 can occur while maintaining alignment for the flow of the exhaust gases before being released through the outlet 103 of the exhaust assembly 100. While exemplary embodiments discuss and illustrate the exhaust assembly 100 coupled to the outlet 34, it can also be coupled, including clamped, to other portions of the exhaust treatment system 18 and/or the prime mover 14.

The first portion 105 of the illustrated exhaust assembly 100 shown in FIGS. 2-6 includes a first exhaust nozzle 102. As seen in at least FIGS. 5 and 6, the first exhaust nozzle 102 can include a wall 110 that extends between a first end 112 and a second end 114 of the first exhaust nozzle 102. The wall 110 can include an outer side 116 and an inner side 118, the inner side 118 generally defining an interior first exhaust passage 115 that provides a passageway for exhaust gas received from the outlet 34 of the exhaust treatment system 18 by the first exhaust nozzle 102 to flow through the first exhaust nozzle 102, including flow at least to, and subsequently out of, the second end 114 of the first exhaust nozzle 102.

According to the illustrated embodiment, the first exhaust nozzle 102 can include a first section 120, a second section 122, and an elbow section 124. The first section 120 can extend about a first central axis 126 between the first end 112 and the elbow section 124, while the second section 122 extends between the elbow section 124 and the second end 114 of the first exhaust nozzle 102. At least a portion of the first section 120 is sized to be coupled to the outlet 34 of the exhaust treatment system 18, including, for example, the second cannister 28 or SCR system 29. As seen in FIG. 2, according to certain embodiments, a portion of the first section 120 can extend over, around, or otherwise be received by a portion of the outlet 34. Further, as seen in FIG. 2, the first section 120 can be secured to the outlet 34, among other portions of the second cannister 28 or SCR system 29, by a clamp 36a, including, for example, a hose clamp, among other types of fasteners or couplings.

According to certain embodiments, the elbow section 124 can provide a transition between the first section 120 and the second section 122 such that the second section 122 extends about a second central axis 128 in a direction different from the direction of the first central axis 126. For example, the elbow section 124 can provide a curvature or other transition to the first exhaust nozzle 102 that redirects or changes the orientation of the first exhaust nozzle 102, including the configuration of the first exhaust passage 115. The particular orientations of the first and second central axes 126, 128, as well as the configuration of the elbow section 124 can be based on a variety of criteria, including, for example, based on space constraints within the engine compartment 30 and/or the positioning of other components of the exhaust assembly 100, among other considerations.

In view of the different angular orientations of the first and second sections 120, 122, one of the first section 120 and the outlet 34 can include an adapter portion 130 having a recess 132 that can receive a corresponding protrusion from the other of the first section and the outlet 34. For example, in the illustrated embodiment the adapter portion 130 and the associated recess 132, which can be defined by a recess wall 134, are illustrated as being on the first section 120 of the first exhaust nozzle 102. The positioning of the adapter portion 130 and the associated recess 132 on the first exhaust nozzle 102, and the associated location of the mating protrusion on the outlet 35 can limit the location or orientation at which the first section 120 can be secured to the outlet 34, which can thereby can assist in properly orienting or aligning the first exhaust nozzle 102 relative to other downstream portions of the exhaust assembly 100.

As seen in FIGS. 7 and 8, the second exhaust nozzle 104, which in this embodiment is part of the second portion 107 of the exhaust assembly 100, can include a wall 136 that extends between a first end 138 and a second end 140 of the second exhaust nozzle 104. The wall 136 of the second exhaust nozzle 104 can include an outer side 142 and an inner side 144, the inner side 144 generally defining an interior second exhaust passage 141 that provides a passageway for exhaust gas received from the first exhaust passage 115 of the first exhaust nozzle 102 to flow through the second exhaust nozzle 104, including flow to, and out from, the second end 140 of the second exhaust nozzle 104.

According to the illustrated embodiment, the second exhaust nozzle 104 can include a first section 146, a second section 148, and an elbow section 150. The first section 146 can extend about a first central axis 152 of the second exhaust nozzle 104 between the first end 138 and the elbow section 150 of the second exhaust nozzle 104. According to certain embodiments, the elbow section 150 can provide a transition between the first section 146 and the second section 148 of the second exhaust nozzle 104 such that the second section 148 extends about a second central axis 154 in a direction different from the direction of the first central axis 152 of the second exhaust nozzle 104. For example, the elbow section 150 can provide a curvature or other transition that redirects or changes the orientation of the second exhaust nozzle 104, including the configuration of the second exhaust passage 141. The particular orientations of the first and second central axes 152, 154, as well as the configuration of the elbow section 150 of the second exhaust nozzle 104 can be based on a variety of criteria, including, for example, based on space constraints within the engine compartment 30 and/or the positioning or orientation of other portions of the exhaust assembly 100, among other considerations.

A portion of the inner side 144, and thus the second exhaust passage 141, at the first section 146 of the second exhaust nozzle 104 can have a size, such as an inner diameter, that is sized to receive insertion of a portion of the second section 122 of the first exhaust nozzle 102. Moreover, according to the illustrated embodiments, a size difference between the second section 122 of the first exhaust nozzle 102 and the adjacent first section 146 of the second exhaust nozzle 104 can assist in the first section 146 of the second exhaust nozzle 104 receiving a portion of the second section 122 of the first exhaust nozzle 102 within the second exhaust nozzle 104. Such placement of a portion of the first exhaust nozzle 102 within the second exhaust nozzle 104 can assist in aligning the first and second exhaust passages 115, 141 of the first and second exhaust nozzles 102, 104, respectively, such that exhaust gas can flow from the first exhaust nozzle 102 and into the second exhaust nozzle 104. Further, such size differences can be configured to prevent the first exhaust nozzle 102 from being mechanically coupled to the second exhaust nozzle 104, allowing the first exhaust nozzle 102 to float or be suspended relative to, and at least partially within, the second exhaust nozzle 104. For example, according to certain embodiments, the inner side 144 of the wall 136 of the first section 146 of the second exhaust nozzle 104 can have a size, such as an inner diameter, that is larger than a corresponding size, such as an outer diameter, of the outer side 116 of the wall 110 of the second section 122 of the first exhaust nozzle 102 that is received within the second exhaust nozzle 104. According to such embodiments, as seen in at least FIG. 9, such size differences can provide a space 121 therebetween that can minimize, if not prevent, the first exhaust nozzle 102 from contacting the second exhaust nozzle 104 to assist in minimizing, if not preventing, the exhaust assembly 100 from contributing to the formation of bending moments on the outlet 34, while also maintaining an alignment for the flow of exhaust gas from the first exhaust nozzle 102 to the second exhaust nozzle 104. Thus, according to such an embodiment, the first exhaust nozzle 102 provides the discussed first portion 105 of the exhaust assembly 100 that is physically decoupled from a downstream second portion 107 of the exhaust assembly 100 that can include at least the second exhaust nozzle 104, among other downstream portions of the exhaust assembly 100.

As seen in FIGS. 2-4, in the illustrated embodiment at least a portion of the second end 114 of the first exhaust nozzle 102 can be laterally offset from an adjacent surface of the inner side 144 of the second exhaust nozzle 104 to provide one or more space or gap, if not a complete separation, therebetween. Additionally, the size differences between the outer diameter of the outer side 116 of the wall 110 at the second section 122 of the first exhaust nozzle 102 and the adjacent inner diameter of the inner side 144 of the first section 146 of the adjacent second exhaust nozzle 104, can also provide additional gaps or spaces between the second end 114 of the first exhaust nozzle 102 and the second exhaust nozzle 104. Such physical separation(s) between the second end 114 of the first exhaust nozzle 102 and the adjacent surfaces of the inner side 144 of the second exhaust nozzle 104 can generally define a first venturi passage 156 therebetween, and thus between the first and second portions 105, 107 of the exhaust assembly 100.

According to such an embodiment, exhaust gas dispensed from the outlet 34 of the exhaust treatment system 18 can flow into, and through, the first exhaust passage 115 of the first exhaust nozzle 102, and subsequently into the second exhaust passage 141, at a rate, and with an associated pressure, that can, via the venturi effect, facilitate a generation of a force(s) (e.g., suction force) at and/or around the first venturi passage 156 that can draw into the first venturi passage 156, and subsequently into the second exhaust passage 141, cooler inlet gases from the engine compartment 30. The cooler inlet gases can then, within the second exhaust passage 141, as well as along other downstream portions of the exhaust assembly 100, intermix with the exhaust gases in a manner that can at least assist in reducing the temperature of the exhaust gases, as previously discussed.

Optionally, according to certain embodiments, and as seen in at least FIG. 10, the exhaust assembly 100 can include an auxiliary exhaust nozzle 106 that can provide either or both a coupling and a transition between the second section 140 of the second exhaust nozzle 104 and an exhaust stack 108 of the exhaust assembly 100. The auxiliary exhaust nozzle 106 can be coupled, directly or indirectly, to either or both the second exhaust nozzle 104 and the exhaust stack 108.

As shown in at least FIG. 11, according to certain embodiments, the auxiliary exhaust nozzle 106 can include a wall 158 that extends between a first end 160 and a second end 162 of the auxiliary exhaust nozzle 106. The wall 158 can include an outer side 164 and an inner side 166, the inner side 166 generally defining a third exhaust passage 163 through the auxiliary exhaust nozzle 106. According to certain embodiments, as illustrated in at least FIG. 10, the inner side 166 can have a size, such as, for example, an internal diameter that is larger than a corresponding size, such as, for example, an outer diameter, of the wall 136 at least at the second section 148 of the second exhaust nozzle 104. Such a configuration can allow at least a portion of the second section 148 of the second exhaust nozzle 104 to be positioned within at least a portion of the third exhaust passage 163 without directly physically contacting the wall 158 of the auxiliary exhaust nozzle 106. In such embodiments, the second exhaust passage 141 of the second exhaust nozzle 104 is generally aligned with the third exhaust passage 163, allowing gases flowing through the second exhaust passage 141 to flow into the third exhaust passage 163 of the auxiliary exhaust nozzle 106.

Similar to the first venturi passage 156, the differences in size between the second section 148 of the second exhaust nozzle 104 and the adjacent portion of the inner side 166 of the auxiliary exhaust nozzle 106, along with the associated spacing or gaps therebetween, can provide, including define, a second venturi passage 168 therebetween, and thereby provide another venturi passage along the second portion 107 of the exhaust assembly 100. As also similar to the first venturi passage 156, the second venturi passage 168 can provide an area for a flow of additional, relatively cooler, inlet gases from the engine compartment 30, to flow into the third exhaust passage 163 of the auxiliary exhaust nozzle 106. For example, similar to the first venturi passage 156, exhaust gases, as well as inlet gases already entrained therein, flowing from the second exhaust passage 141 and into the third exhaust passage 163 of the auxiliary exhaust nozzle 106 can being flowing at a rate, and have an associated pressure that, via the venturi effect, can facilitate at generation of a force (e.g., suction force) at or around the second venturi passage 168 that can facilitate a flow of additional inlet gases through the second venturi passage 168 and into the third exhaust passage 163. As with the inlet gases drawn into the exhaust assembly 100 through the first venturi passage 156, the temperature of the additional inlet gases introduced into the exhaust assembly 100 through the second venturi passage 168 can be cooler than at least the exhaust gases flowing into the third exhaust passage 163 of the auxiliary exhaust nozzle 106. Thus, the inlet gases introduced into the exhaust assembly 100 through the second venturi passage 168 can also mix with the exhaust gases within at least the third exhaust passage 163, as well as other downstream portions of the exhaust assembly 100, in a manner that can facilitate a further reduction in the temperature of the exhaust gases.

The exhaust stack 108 can include a wall 170 extending from an inlet 172 to an outlet 174 of the exhaust stack 108, as illustrated in at least FIG. 3. The wall 170 can include an outer side 176 and an inner side 178, with the inner side 178 generally defining a fourth exhaust passage 175 that extends from the inlet 172 to the outlet 174. As also shown in at least FIG. 3, in certain embodiments, the exhaust stack 108, and thus the fourth exhaust passage 175, can linearly extend from the inlet 172 towards the outlet 174, with a portion of the exhaust stack 108 adjacent to the outlet 174 exhibiting a curvature. This curvature in the exhaust stack 108 can aid in directing gases expelled through the outlet 174 of the exhaust stack 108 in a direction that is generally away from the work vehicle 10. Additionally, at least a portion of the outer side 176 of the wall 170 of the exhaust stack 108 can be configured to extend through the hood 32 or another portion of the engine compartment 30 so as to position the outlet 174 to expel exhaust gases and inlet gases passing through the exhaust assembly 100 into the surrounding ambient environment.

In embodiments featuring the auxiliary exhaust nozzle 106, the inlet 172 of the exhaust stack 108 can be configured to receive at least a portion of the auxiliary exhaust nozzle 106, or alternatively, to be received within at least a portion of the auxiliary exhaust nozzle 106. This configuration can align the fourth exhaust passage 175 of the exhaust stack 108 with the third exhaust passage 163 of the auxiliary exhaust nozzle 106 to allow the flow of gases, including exhaust gases and inlet gases introduced through the first and second venturi passages 156, 168 to flow from the auxiliary exhaust nozzle 106 and into the exhaust stack 108. In such embodiments, the auxiliary exhaust nozzle 106 can be coupled to the exhaust stack 108, for example, using a clamp 36b, among other methods of direct or indirect coupling.

In other embodiments that do not include the auxiliary exhaust nozzle 106, the exhaust stack 108 and the second exhaust nozzle 104 can be positioned such that the second exhaust passage 141 is generally aligned with the fourth exhaust passage 175, thereby allowing exhaust gases flowing through the second exhaust passage 141 of the second exhaust nozzle 104 to be received by the fourth exhaust passage 175 of the exhaust stack 108. Additionally, in such embodiments, the exhaust stack 108 can have a size, such as, for example, an internal diameter along the inner side 178 of the wall 170 that is larger than a corresponding size of an outer diameter of the second section 148 of the second exhaust nozzle 104. Similar to the earlier discussion of size differences between the second exhaust nozzle 104 and the auxiliary exhaust nozzle 106, such size differences between the exhaust stack 108 and the second exhaust nozzle 104 can facilitate the formation of the second venturi passage 168 between the exhaust stack 108 and the second exhaust nozzle 104, rather than between the second exhaust nozzle 104 and an auxiliary exhaust nozzle 106.

As shown in at least FIGS. 10, 13, and 14, according to certain embodiments, the second exhaust nozzle 104, auxiliary exhaust nozzle 106, and/or the exhaust stack 108, or another portion of the second portion 107 of the exhaust assembly 100, can be coupled to a support plate 180. In certain embodiments, the support plate 180 can be configured to be fastened via one or more fasteners 184 to the chassis 12 and/or hood 32, or other portions of the work vehicle 10, thereby providing support for at least a portion of the exhaust assembly 100, and more specifically, the second portion 107 of the exhaust assembly 100, amid vibrations and dynamic conditions that may be present at least during an operation of the work vehicle 10. Additionally, in certain embodiments, in addition to, or in lieu of, the support plate 180, the alignment between the second exhaust nozzle 104 and the adjacent auxiliary exhaust nozzle 106 or the adjacent exhaust stack 108 can be maintained by one or more support legs 182 that may, or may not, be coupled to the support plate 180.

As shown in at least FIG. 13, according to certain embodiments, the support plate 180 can include a wall 202 having a first side 204, a second side 206, and an outer periphery that is generally defined by a perimeter wall 208. The support plate 180 can further include a central orifice 210 that is generally defined by the inner wall 211 that is sized to receive insertion of at least a portion of the second portion 107 of the exhaust assembly 100, including, for example, the outer side 164 of the wall 158 of the auxiliary exhaust nozzle 106, a portion of the exhaust stack 108, or the second exhaust nozzle 104. According to certain embodiments, at least a portion of the central orifice 210 can have a size, such as an inner diameter, that is generally similar to a corresponding size of the outer side 164 of the wall 158 of the auxiliary exhaust nozzle 106 or the exhaust stack 108, such that the perimeter wall 208 of the support plate 180 can be generally positioned against or engage the outer side 164 of the wall 158 of the auxiliary exhaust nozzle 106 or the outer side 176 of the wall 170 of the exhaust stack 108. According to certain embodiments, the size of the central orifice 210, such as the inner diameter, can accommodate the support plate 180 being positioned in a generally horizontal direction about the adjacent auxiliary exhaust nozzle 106 or the exhaust stack 108. Alternatively, according to other embodiments, the size of the central orifice 210, such as the inner diameter, can accommodate the support plate 180 being positioned in a vertically inclined or sloped position relative to the adjacent auxiliary exhaust nozzle 106 or the exhaust stack 108, as shown, for example, in FIG. 14. As also seen in at least FIG. 13, the support plate can include a plurality of apertures 212 that are each configured to accommodate passage of at least a portion of a fastener 184.

The support legs 182 can have a variety of configurations. For example, as seen in FIG. 12, according to certain embodiments each support leg 182 can extend between a first end 186 and a second end 188 of the support leg 182, and can extend through a series of connected sections that can facilitate an angular adjustment or redirection of the orientation of at least portions of the support leg 182. In the illustrated exemplary embodiment, each support leg 182 can include a first section 190, an intermediate section 194, and a second section 198.

The first section 190 of the support leg 182 can generally extend along a first axis 192 between the first end 186 and the intermediate section 194 of the support leg 182, the first axis 192 having a vertical component but not necessarily a horizontal component. The intermediate section 194 can extend along an intermediate axis 196 between the first and second sections 190, 198, the intermediate axis 196 having both a vertical component and a horizontal component such that the intermediate axis 196 extends in a different direction than the first axis 192. The second section 198 can extend between the intermediate section 194 and the second end 188 of the support leg 182 along a second axis 200, the second axis being generally parallel, and inwardly offset in a generally horizontal direction from, the first axis 192. Thus, as seen in at least FIGS. 10, 12, and 14, the first section 190 can be outwardly offset from the second section 198 to accommodate the different sizes of the larger outer diameter of the outer side 164 of the wall 158 of the auxiliary exhaust nozzle 106, or the outer side 176 of the wall 170 of the exhaust stack, and the smaller outer diameter of the outer side 142 of the second section 148 of the second exhaust nozzle 104, or vice versa, with the intermediate section 194 providing a transition for such an offset. Additionally, the support leg 182 can be secured to either or both of the auxiliary exhaust nozzle 106, or the exhaust stack 108, and the second exhaust nozzle 104 in a variety of manners, including, for example, via one or more welds or mechanical fasteners, including, for example, a bolt, screw, or pin, among other manners of attachment.

FIGS. 15 and 16 illustrate another embodiment of the support plate 180´ that includes a plurality of support bodies 213 extending inwardly from the inner wall 211 and into the central orifice 210. In this embodiment, the support bodies 213, and not the inner wall 211, are sized and positioned to engage an outer side 142, 164, 176 of the adjacent second exhaust nozzle 104, auxiliary exhaust nozzle 106, or exhaust stack 108. In certain embodiments, the support bodies 213 can be an integral part of the support plate 180´ such that the support plate 180´ and the support bodies 213 are part of the same monolithic structure. As further illustrated, the support bodies 213 are sized so that spaces or voids 215 separate each support body 213 from the adjacent support bodies 213. In embodiments where the support bodies 213 engage the second exhaust nozzle 104, the spaces 215 can provide areas for inlet gases to enter the third or fourth exhaust passages 163, 175, and thereby can define at least a portion of the second venturi passage 168 of the second portion 107 of the exhaust assembly 100.

Additionally, the inner wall 211 of the support plate 180´, and thus the central orifice 210, can have a diameter that is smaller than the inner diameter of the adjacent wall 158 of either the auxiliary exhaust nozzle 106 or the adjacent wall 170 of the exhaust stack 108, such that the first side 204 of the support plate 180´ can be abutted by, and support, the adjacent auxiliary exhaust nozzle 106 or the exhaust stack 108. Alternatively, the adjacent auxiliary exhaust nozzle 106 or the exhaust stack 108 can be sized to abut, and be at least partially supported by, one or more of the support bodies 213, as shown in FIG. 16. Additionally, the engagement of the support plate 180´ with both the second exhaust nozzle 104 and the auxiliary exhaust nozzle 106 or the exhaust stack 108 can eliminate the inclusion of the above-discussed support legs 182.

FIGS. 17 and 18 illustrate another embodiment of a support plate 180´´ in which, instead of including integral support bodies 213, a plurality of support legs 182´, which in this example have a generally “L” shape, are coupled, such as, for example, via a mechanical fastener 214, to the support plate 180´´. Moreover, in the illustrated embodiment, the support legs 182´ abut against either or both the first side 204 and the second side 206 of the support plate 180´´, and each support leg 182´ extends across a portion of the central orifice 210 to a position at which the support leg 182´ abuts the outer side 142 of the wall 136 of the second exhaust nozzle 104. Similar to the support bodies 213, each support leg 182´ can be separated from an adjacent support leg 182´ by a space 215 for passage of inlet gases in connection with defining at least a portion of the second venturi passage 168 for the second portion 107 of the exhaust assembly 100.

Similar to the support plates 180, 180´ discussed above, the central orifice 210 of the illustrated support plate 180´´ can have a size, such as, for example, an inner diameter that can receive the wall 158, 170 of the adjacent auxiliary exhaust nozzle 106 or the adjacent exhaust stack 108. Alternatively, the central orifice 210 can be sized relative to the adjacent auxiliary exhaust nozzle 106 or the adjacent exhaust stack 108 such that the auxiliary exhaust nozzle 106 or the exhaust stack 108 abuts against, and/or is supported by, the first side 204 of the support plate 180´´.

FIG. 19 illustrates an alternative embodiment for the second venturi passage 168 for various embodiments of the exhaust assembly 100. As shown, the second venturi passage 168 can include one or more openings or windows 216 in the wall 136, 158, 170 of at least one of the second exhaust nozzle 104, the auxiliary exhaust nozzle 106, or the exhaust stack 108. The windows 216 can provide a passageway for inlet gases, including, for example, inlet gases from the engine compartment 30, to flow into the third exhaust passage 163 of the auxiliary exhaust nozzle 106 or the fourth exhaust passage 175 of the exhaust stack 108. Additionally, as shown, at least the size, such as, for example, the inner diameter, of the second exhaust passage 141 of the second exhaust nozzle 104, can be reduced or provide an area of restriction at least compared to an adjacent upstream portion of the second exhaust passage 141. Such a reduction in the size of the second exhaust passage 141 can, in accordance with the venturi effect, increase a flow rate or velocity, and decrease a pressure, of the exhaust gas and other inlet gases flowing through the second exhaust passage 141 before those gases are released into the larger diameter of either the third exhaust passage 163 or the fourth exhaust passage 175 of the auxiliary exhaust nozzle 106 or the exhaust stack 108, respectively. At least such a reduction in the pressure of the gases being expelled from the second exhaust nozzle 104 and into the auxiliary exhaust nozzle 106 or the exhaust stack 108 can, in accordance with the venturi effect, assist in providing a force (e.g., suction) that can assist in drawing inlet gases through the window(s) 216 and into the third exhaust passage 163 or fourth exhaust passage 175. Accordingly, the window(s) 216 can be positioned relative to the second end 140 of the second exhaust nozzle 104 in a manner that can assist with providing, if not maximizing, the venturi effect generated at, or via use of, the second venturi passage 168.

While the disclosure has been illustrated and described in detail in the foregoing drawings and description, the same is to be considered as exemplary and not restrictive in character, it being understood that only illustrative embodiments thereof have been shown and described and that all changes and modifications that come within the spirit of the disclosure are desired to be protected.

Claims

1. An exhaust assembly for a delivery of an exhaust gas generated by an operation of a prime mover in an engine compartment of a work vehicle to an outside ambient environment, the exhaust assembly comprising:

a first portion having a first passage that extends from a first end to a second end of the first portion, the first end of the first portion being configured to be coupled to an engine component of the work vehicle from which the exhaust gas is received; and

a second portion having at least a second passage that extends from a first end to a second end of the second portion, the second passage at the first end of the second portion being configured for alignment with the first passage at the second end of the first portion to receive exhaust gas from the first portion without the first portion being coupled to the second portion, the second end of the first portion configured and positioned relative to the first end of the second portion to define a first venturi passage between the first and second portions for generation of a force to draw a first inlet gas from within the engine compartment into the second passage with a flow of the exhaust gas into the second passage to provide a first intermixed gas, and wherein the second portion includes a second venturi passage downstream of the first venturi passage and configured to generate a force to draw a second inlet gas from within the engine compartment into the second passage with a flow of the first intermixed gas along at least a portion of the second portion.

2. The exhaust assembly of claim 1, wherein the first portion has a mechanical coupling only at the first end of the first portion.

3. The exhaust assembly of claim 1, wherein the second end of the first portion floats relative to the second portion.

4. The exhaust assembly of claim 1, wherein the second end of the first portion is not in contact with the second portion.

5. The exhaust assembly of claim 4, wherein at least a portion of the second end of the first portion is sized to be received within at least a portion of the first end of the second portion.

6. The exhaust assembly of claim 1, wherein the second venturi passage is at least partially defined by one or more gaps provided by a difference in sizes between a pair of adjacent exhaust nozzles of the second portion.

7. The exhaust assembly of claim 6, wherein the second venturi passage is at least partially defined by a central orifice of a support plate, the support plate being coupled to at least one exhaust nozzle of the pair of adjacent exhaust nozzles, the support plate being further configured to be coupled to a chassis of the work vehicle.

8. The exhaust assembly of claim 7, further comprising a support leg configured to be coupled to the support plate and an exhaust nozzle of the pair of adjacent exhaust nozzles, the second venturi passage comprising at least a space that is at least partially defined by the support leg.

9. The exhaust assembly of claim 7, wherein the central orifice is at least in part defined by an inner wall of the support plate, and wherein the support plate further includes a support body that inwardly extends into the central orifice and is configured to engage an outer side of a wall of an exhaust nozzle of the pair of adjacent exhaust nozzles, the second venturi passage comprising a space that is at least partially defined by the support body.

10. The exhaust assembly of claim 1, wherein the engine component is a portion of an exhaust treatment system that is mounted to the prime mover, and not mounted to a chassis, of the work vehicle.

11. An exhaust assembly for a delivery of an exhaust gas outputted from an exhaust treatment system in an engine compartment of a work vehicle to an outside ambient environment, the exhaust assembly comprising:

a first exhaust nozzle having a first exhaust passage, a first section of the first exhaust nozzle being configured to be secured to an outlet of the exhaust treatment system to receive a flow of the exhaust gas into the first exhaust passage from the exhaust treatment system;

a second exhaust nozzle having a second exhaust passage, a first section of the second exhaust nozzle configured to both receive a portion of a second section of the first exhaust nozzle to align the first exhaust passage with the second exhaust passage and to accommodate relative movement between the first and second exhaust nozzles without the second exhaust nozzle being coupled to the first exhaust nozzle;

a first venturi passage positioned between the second section of the first exhaust nozzle and the first section of the second exhaust nozzle, the first venturi passage configured to accommodate a formation of a first venturi effect to draw a flow of a first inlet gas from within the engine compartment into the second exhaust passage with a flow of the exhaust gas from the first exhaust passage to the second exhaust passage, the exhaust gas and the first inlet gas being intermixed within the second exhaust passage to provide a first intermixed gas; and

a second venturi passage positioned between the first venturi passage and an outlet of an exhaust stack of the exhaust assembly, the second venturi passage configured to accommodate a formation of a second venturi effect to draw a flow of a second inlet gas from within the engine compartment into a flow of the first intermixed gas in the exhaust assembly, the second inlet gas being mixed with the first intermixed gas within the exhaust assembly to provide a second intermixed gas, the exhaust stack having an exhaust passage configured to deliver the second intermixed gas to the outlet, the outlet configured to disperse the second intermixed gas into the outside ambient environment.

12. The exhaust assembly of claim 11, further comprising an auxiliary exhaust nozzle having a third exhaust passage, the second venturi passage being positioned at least at a transition at which first intermixed gases are directed from the second exhaust passage and into the third exhaust passage, and wherein the auxiliary exhaust nozzle is aligned with the exhaust passage of the exhaust stack to deliver the second intermixed gas to the exhaust passage.

13. The exhaust assembly of claim 12, wherein a second end of the second exhaust nozzle is offset from a first end of the auxiliary exhaust nozzle to provide a space therebetween that is at least part of the second venturi passage.

14. The exhaust assembly of claim 12, wherein the second venturi passage is at least partially defined by a central orifice of a support plate, the support plate being coupled to at least one of the second exhaust nozzle and the auxiliary exhaust nozzle, the support plate being further configured to be coupled to a chassis of the work vehicle.

15. The exhaust assembly of claim 11, further comprising an auxiliary exhaust nozzle having a third exhaust passage, the second venturi passage comprising one or more windows in a wall of the auxiliary exhaust nozzle, the one or more windows being adjacent to a location at which the first intermixed gas flows from the second exhaust passage to the third exhaust passage, and wherein the third exhaust passage is positioned to deliver the second intermixed gas from the third exhaust passage to the exhaust passage of the exhaust stack.

16. The exhaust assembly of claim 11, wherein a second end of the second exhaust nozzle is offset from a first end of the exhaust stack to provide a space therebetween that is at least part of the second venturi passage.

17. The exhaust assembly of claim 11, wherein the second venturi passage includes one or more windows in a wall of the exhaust stack, the one or more windows being adjacent to a location at which the first intermixed gas flows from the second exhaust passage into the exhaust passage of the exhaust stack.

18. The exhaust assembly of claim 11, wherein the first exhaust nozzle has a mechanical coupling only at the first section of the first exhaust nozzle.

19. The exhaust assembly of claim 11, wherein the second section of the first exhaust nozzle floats relative to the second exhaust nozzle.

20. The exhaust assembly of claim 11, wherein the second venturi passage is at least partially defined by a central orifice of a support plate, the support plate being coupled to at least one of the second exhaust nozzle and the exhaust stack, the support plate being further configured to be coupled to a chassis of the work vehicle.