MANN+HUMMEL is able to celebrate a world premiere with the first intercooler fully integrated in an intake manifold. The system impresses in the new six cylinder gasoline engine from Mercedes Benz with an ideal temperature distribution and is able to withstand very high loads.
A more constant and efficient charge air cooling results in up to three percent CO2 savings – this advantage of the indirect charge air cooling principle convinces more and more vehicle manufacturers. Compared to direct charge air cooling, it additionally offers a reduced charge air volume and quicker build‑up of boost pressure which improves the response characteristic of the vehicle. MANN+HUMMEL has now taken this technology to a new level. The plastics expert is able to celebrate a world premiere with the first charge air cooler fully integrated in an intake manifold.
Full integration compared to a stand-alone concept
The new system exploits all the advantages of indirect charge air cooling and compares favorably to stand-alone concepts which work with separate components for the charge air cooler and intake manifold. This allows the MANN+HUMMEL system to function with less components. The number of interfaces and the handling costs for the automobile manufacturer are reduced. In comparison to stand-alone solutions, a reduced pressure drop and an even smaller charge air volume additionally serve to improve the response characteristic of the vehicle even more.
The intake manifold with fully integrated charge air cooler has some advantages over screw‑in solutions which up to now have been state of the art. By fully integrating the charge air cooler, it is completely surrounded by the intake manifold shells. This gives the whole system more rigidity through increased strength and does not require a sealing surface to the outside.
With a maximum temperature difference of two Kelvin over all six cylinders, the system ensures an excellent uniform temperature distribution. At the same time, the whole system has to withstand high temperature differences between the air inlet and outlet of up to 90 Kelvin.
The developers were faced with the special challenge of the bypass seal between the cooler and the intake manifold shells. Good chemical resistance and low leakage were especially called for. The solution was to make a seal from two components. It consists of a plastic frame made from the particularly strong polyamide with 35 percent glas fiber (PA6 GF35) and an elastomer seal made from fluororubber (FKM) which is characterized by a good resistance to temperature and media. Positive form locking joins the polyamide and elastomer firmly and securely together.
Absolute boost pressures of up to 2.7 bar require robust components. Through the large surface area the plastic shells are subject to considerable strain. Using modern simulation techniques, internally produced prototypes and intensive testing, the engineers at MANN+HUMMEL were able to design the components in the ideal way. Selective ribbing was used to master the balancing act between a design suitable for plastic, weight reduction and at the same time high stability.
They also paid special attention to achieve advanced flow guidance. Guiding ribs in the chamber ensure the uniform filling of all cylinders. Simultaneously, the intake manifold is designed to achieve a low pressure drop. The components are joined using hot-gas welding. This enables smaller and stronger weld seams. A positive side effect is the improved component cleanliness as there is no abrasion in the process. The concept of full integration convinced Mercedes‑Benz – the first use of the new intake manifold from MANN+HUMMEL is in the new S‑Class.
Advantages at a glance
- Up to three percent CO2 reduction due to indirect charge air cooling
- Fully integrating the charge air cooler saves components and improves the robustness of the complete module
- Minimized charge air volume improves the response behavior of the vehicle
- Excellent temperature distribution over all six cylinders due to innovative 2K bypass sealing and advanced flow guidance