Patent Publication Number: US-11384716-B2

Title: Exhaust manifold

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. Ser. No. 15/941,715, filed Mar. 30, 2018, the contents of which are incorporated herein by reference in their entireties. 
    
    
     FIELD OF THE INVENTION 
     The present disclosure relates to an exhaust manifold, and more specifically toward an exhaust manifold having a pressure balancing valve. 
     BACKGROUND 
     Internal combustion engines utilize turbochargers and exhaust gas recirculation (EGR) systems to improve the performance and environmental impact of a particular engine. 
     SUMMARY 
     In one implementation, an exhaust manifold for use with an internal combustion engine, the exhaust manifold including a body, one or more fluid passageways defined by the body, a valve in fluid communication with at least one of the one or more fluid passageways, the valve being adjustable between an open configuration and a closed configuration, a mounting bracket supported by the body, and an actuator in operable communication with the valve and configured to adjust the valve between the open and closed configurations, and wherein the actuator is coupled to the mounting bracket. 
     In another implementation, an exhaust manifold for use with an internal combustion engine, the exhaust manifold including a body including a mounting bracket, the mounting bracket including a first set of mounting points, one or more fluid passageways defined by the body, a valve in fluid communication with at least one of the one or more fluid passageways, the valve being adjustable between an open configuration and a closed configuration, an actuator in operable communication with the valve and configured to adjust the valve between the open and closed configurations, and wherein the actuator is coupled to the first set of mounting points, and a thermal isolator coupled to one of the actuator or the mounting bracket. 
     In another implementation, an exhaust manifold for use with an internal combustion engine having a first cylinder and a second cylinder, the exhaust manifold comprising, a body, a first passageway defined by the body, the first passageway having a first set of one or more inlets and a first outlet, a second passageway defined by the body, the second passageway having a second set of one or more inlets and a second outlet, a valve in fluid communication with the first passageway and the second passageway, the valve defining a valve angle, and a controller in operable communication with the valve and configured to actively adjust the valve angle. 
     In other implementations, an exhaust manifold for use with an internal combustion engine having a first cylinder and a second cylinder, the exhaust manifold including a body, a first passageway defined by the body, the first passageway having a first set of one or more inlets and a first outlet, a second passageway defined by the body, the second passageway having a second set of one or more inlets and a second outlet, a valve in fluid communication with the first passageway and the second passageway, the valve defining a valve angle, and an actuator in operable communication with the valve and configured to actively adjust the valve angle based at least in part one or more mechanical inputs. 
     In another implementation, an exhaust manifold for use with an internal combustion engine having a first cylinder and a second cylinder, the exhaust manifold including a body, a first passageway defined by the body, the first passageway having a first set of one or more inlets and a first outlet, a second passageway defined by the body, the second passageway having a second set of one or more inlets and a second outlet, a valve in fluid communication with the first passageway and the second passageway, the valve defining a valve angle, a first pressure sensor configured to output a signal corresponding to the gas pressure within the first passageway, a second pressure sensor configured to output a signal corresponding to the gas pressure within the second passageway, and a controller in operable communication with the first pressure sensor, the second pressure sensor, and the valve, where the controller is configured to adjust the valve angle at least partially dependent upon the difference between the signal output by the first pressure sensor and the signal output by the second pressure sensor 
     Other aspects of the disclosure will become apparent by consideration of the detailed description and accompanying drawings. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1  is a schematic view of a device having an engine, a turbocharger, and a controller. 
         FIG. 2  is a perspective view of an exhaust manifold. 
         FIG. 3  is a section view taken along line  3 - 3  of  FIG. 2 . 
         FIG. 4  is a section view taken along line  4 - 4  of  FIG. 2 . 
         FIG. 5  is a perspective view of another implementation of an exhaust manifold. 
         FIG. 6  is a section view taken long line  6 - 6  of  FIG. 5 . 
         FIG. 7  is a section view taken long line  7 - 7  of  FIG. 5 . 
         FIG. 8  is a perspective view of the exhaust manifold of  FIG. 2 , with a heat shield coupled thereto. 
         FIG. 9  is a perspective view of the exhaust manifold of  FIG. 8 , with the heat shield translucent. 
         FIG. 10  is a schematic view of a butterfly valve. 
         FIG. 11  is a perspective view of another implementation of the exhaust manifold. 
         FIG. 12  is a rear perspective view of the exhaust manifold of  FIG. 11 . 
         FIG. 13  is a front view of the exhaust manifold of  FIG. 11  with an alternative implementation of a heat shield installed thereon. 
         FIG. 14  is a front view of the exhaust manifold of  FIG. 11  with an alternative implementation of a heat shield installed thereon. 
         FIG. 15  is a schematic view of another implementation of a thermal isolator. 
     
    
    
     DETAILED DESCRIPTION 
     Before any embodiments of the disclosure are explained in detail, it is to be understood that the disclosure is not limited in its application to the details of the formation and arrangement of components set forth in the following description or illustrated in the accompanying drawings. The disclosure is capable of supporting other implementations and of being practiced or of being carried out in various ways. 
     This disclosure generally relates to an exhaust manifold for use with a turbocharged internal combustion engine device, and more particularly to a dual-plane exhaust manifold having a pressure-balancing valve configured to provide selective fluid communication between the two planes of the manifold. 
     Referring to  FIG. 1 , a turbocharged device  10  includes an internal combustion engine  14 , an exhaust manifold  18  coupled to the engine  14 , an intake manifold  22  coupled to the engine  14 , a turbocharger  26  coupled to and in operable communication with the intake manifold  22  and the exhaust manifold  18 , and an exhaust gas recirculation (EGR) circuit  30 . During operation, the internal combustion engine  14  produces exhaust gasses which are directed into the turbocharger  26  by the exhaust manifold  18 . The turbocharger  26 , in turn, uses the energy provided by the exhaust gasses to compress and direct fresh air into the engine  14  via the intake manifold  22 . Furthermore, a portion of the exhaust gasses may be drawn from the exhaust manifold  18  and recirculated through the engine  14  via the EGR circuit  30  (described below). 
     The engine  14  of the turbocharged device  10  includes an engine block  38  at least partially defining a plurality of cylinders  42   a ,  42   b  as is well known in the art. More specifically, the engine  14  includes a first set of one or more cylinders  42   a , and a second set of one or more cylinders  42   b . In the illustrated implementation, the engine  14  is an inline-6 engine having a first set of three cylinders  42   a , and a second set of three cylinders  42   b  (see  FIG. 1 ). However, in alternative implementations various engine styles and layouts may be used (e.g., I-4, V-8, V-6, Flat-6, and the like). Still further, while the illustrated engine  14  includes two equally sized sets of cylinders (e.g., three cylinders in each subgroup), in alternative implementations each set of cylinders may include any number of one or more cylinders (e.g., two cylinders in a first group and four cylinders in a second group, etc.). In still other implementations, more than two sets of cylinders may be present. 
     The intake manifold  22  of the device  10  is a standard manifold as is well known in the art. More specifically, the intake manifold  22  includes an inlet  46  configured to receive an air/fuel mixture, and a series of runners (not shown) extending from the inlet  46  to direct the air/fuel mixture into each of the plurality of cylinders  42   a ,  42   b.    
     The exhaust manifold  18  of the device  10  includes a body  62  defining a plurality of fluid passageways  66   a ,  66   b , each configured to collect exhaust gasses from a subset of cylinders  42   a ,  42   b  of the engine  14  and direct the exhaust gasses into a respective one of the one or more inlets  66  of the turbocharger  26  (described below). More specifically, the body  62  of the exhaust manifold  18  defines a first fluid passageway  66   a  and a second fluid passageway  66   b . In the illustrated implementation, the body  62  of the exhaust manifold  18  includes multiple (e.g., two or three) cast portions removeably coupled to one another to form a single unit (not shown). However, in alternative implementations, the body  62  of the exhaust manifold  18  may be cast from a single piece. In still other implementations, the body  62  of the exhaust manifold  18  may include a series of tubes joined together to form the necessary fluid passageways. In still other implementations, the body  62  of the exhaust manifold  18  may be formed from sheet material and the like. The first fluid passageway  66   a  of the exhaust manifold  18  includes a first set of one or more inlets  74   a ,  74   b ,  74   c , each corresponding to and configured to receive exhaust gasses from a corresponding one of the first set of cylinders  42   a  of the engine  14  to produce a first exhaust gas flow  76   a . The first fluid passageway  66   a  also includes a first outlet  78  in constant fluid communication with each of the one or more first inlets  74   a ,  74   b ,  74   c  and is configured to direct the first exhaust gas flow  76   a  contained within the first fluid passageway  66   a  into a corresponding one of the inlets of the turbocharger  26  (described below). 
     The second fluid passageway  66   b  of the exhaust manifold  18  includes a second set of one or more inlets  86   a ,  86   b ,  86   c , each corresponding to and configured to receive exhaust gasses from a corresponding one of the second set of cylinders  42   b  of the engine  14  to produce a second exhaust gas flow  76   b . The second fluid passageway  66   b  also includes a second outlet  90  in constant fluid communication with each of the one or more second inlets  86   a ,  86   b ,  86   c  and configured to direct the second exhaust gas flow  76   b  contained within the second fluid passageway  66   b  into a corresponding one of the inlets of the turbocharger  26  (described below). 
     In the illustrated implementation, the passageways  66   a ,  66   b  of the exhaust manifold  18  are arranged such that they have at least one shared or common wall  94  (see  FIGS. 2-4 ). For the purposes of this application, a shared wall  94  includes any wall where opposing surfaces of a single wall at least partially define both the first and second passageways  66   a ,  66   b . In implementations where the passageways  66   a ,  66   b  are defined by individual tubes (not shown), a shared wall may include instances where two tubes are positioned near one another and act to separate gas flow between adjacent passageways. 
     In the illustrated implementation, the exhaust manifold  18  also includes an EGR port  98  in fluid communication with one of the first passageway  66   a . During use, a portion of the first exhaust gas flow  76   a  within the first passageway  66   a  is drawn out of the passageway  66   a  and re-directed through the EGR circuit  30  where it can be recirculated through the engine  14  as is well known in the art. 
     The exhaust manifold  18  also includes a valve  102  in fluid communication with both the first fluid passageway  66   a  and the second fluid passageway  66   b  and configured to selectively restrict the flow of exhaust gasses therebetween. The valve  102  also defines a valve angle  104  defined as the angle formed between a first plane  108  generally defined by the valve seat  106  and a second plane  112  generally defined by the sealing surface of the valve body  110  (see  FIG. 10 ). During use, the valve  102  is continuously adjustable between a first, fully open configuration, in which the first fluid passageway  66   a  is in fluid communication with the second fluid passageway  66   b  and the valve  102  produces a valve angle  104  of approximately 90 degrees; and a second, closed configuration, in which the first fluid passageway  66   a  is not in fluid communication with the second fluid passageway  66   b  and the valve  102  produces a valve angle  104  of approximately 0 degrees. Therefore, adjusting the valve  102  from the second configuration to the first configuration (e.g., increasing the valve angle  104 ) allows the exhaust gasses to flow between the first and second passageways  66   a ,  66   b  at an increasingly larger volumetric flow rate, while adjusting the valve  102  from the first configuration to the second configuration (e.g., decreasing the valve angle  104 ) allows the exhaust gasses to flow between the first and second passageways  66   a ,  66   b  at an increasingly lower volumetric flow rate. As such, the pressure differential or ΔP between the two passageways  66   a ,  66   b  generally reduces the closer to the first configuration the valve  102  is positioned. While the illustrated valve  102  is shown in the closed configuration with a valve angle  104  of approximately 0 degrees, it is understood that in alternative implementations the closed position may correspond to any valve angle  104  where the first fluid passageway  66   a  is not in fluid communication with the second fluid passageway  66   b , such as valve angles  104  between about 10 and 30 degrees. 
     In the illustrated implementation, the valve  102  includes a butterfly valve positioned between and in fluid communication with both passageways  66   a ,  66   b . More specifically, the valve  102  includes a valve seat  106  formed into the body  62  of the exhaust manifold  18 , a valve body  110  movable with respect to the valve seat  106 , and an actuation device  114  (not shown) configured to move the valve body  110  with respect to the valve seat  106 . 
     The valve seat  106  of the valve  102  includes an aperture defined by the shared wall  94  and in fluid communication with both passageways  66   a ,  66   b . The valve seat  106  is substantially circular in shape, having a size and shape that generally corresponds to the outer contour of the valve body  110 . Although not shown, the valve seat  106  may also include a ridge, seal, or other geometric features formed therein to allow the valve seat  106  to selectively engage the valve body  110  when the valve  102  is in a closed configuration (described below). 
     The valve body  110  of the valve  102  includes a disk  118  and a support rod  122  coupled to the disk  118  to define an axis of rotation  126  therethrough. When assembled, the support rod  122  is rotationally mounted within the body  62  of the exhaust manifold  18  such that at least one distal end  130  is accessible outside the body  62 . During use, the valve body  110  is mounted for rotation with respect to the valve seat  106  about the axis of rotation  126  between a fully open position, in which the disk  118  is positioned generally perpendicular to the valve seat  106 , and a fully closed position, in which the disk  118  is positioned generally parallel to and engages the valve seat  106 . Generally speaking, the fully open position of the valve body  110  corresponds to the fully open configuration of the valve  102 , while the closed position of the valve body  110  corresponds to the closed configuration of the valve  102 . 
     Illustrated in  FIGS. 2-4 , the valve  102  also includes an actuation device  114  in operable communication with the valve body  110  and configured to adjust the valve body  110  between the fully open and closed positions. In the illustrated implementation, the actuation device  114  includes an electronic actuator configured to receive a series of electronic signals from a controller  134  (described below) which, in turn, causes the actuation device  114  to apply a torque to the distal end  130  of the support rod  122  and rotate the valve body  110  about the axis of rotation  126  (e.g., change the valve angle  104 ). As such, the actuation device  114  is able to specifically position the valve body  110  during operation of the engine  14 . 
     In alternative implementations, the actuation device  114  may include an electro-mechanical or mechanical device configured to adjust the valve angle  104  of the valve  102  based at least in part on one or more mechanical inputs such as gas pressure, gas or liquid temperature, and the like. 
     While the illustrated implementation illustrates the use of a butterfly valve ( FIGS. 2-4 ) and a gate valve ( FIGS. 5-7 ). It is to be understood that alternative types of valves may also be used including, but not limited to, a ball valve, a poppet valve, a rotary valve, a globe valve, a piston valve, and the like. 
     Illustrated in  FIGS. 2-3 and 8-9 , the exhaust manifold  18  also includes a bracket  176  mounted to and supported by the body  62  of the exhaust manifold  18  and configured to support at least one of a heat shield  180  and the actuation device  114  thereon. The bracket  176  includes a first set of mounting points  184  that are fixed in position relative to the body  62  of the exhaust manifold  18 , and a second set of mounting points  188  also fixed in position relative to the body  62  of the exhaust manifold  18 . In the illustrated implementation, the bracket  176  is formed integrally together with the body  62  as a single cast piece. However, in alternative implementations, the bracket  176  may be formed separately from the body  62  but coupled (e.g., bolted or welded) directly thereto. 
     In the illustrated implementation, the size, shape, and contour of the bracket  176  is configured to minimize any relative movement between the body  62  and the mounting points  184 ,  188  of the bracket  176  due to manifold machining tolerances, assembly tolerances, vibration, thermal expansion and contraction. More specifically, the bracket  176  is configured to minimize any relative misalignment and movement between the mounting points  184 ,  188  and the axis  126  of the valve  102  allowing the actuation device  114  (described below) to more accurately control the valve angle  104 . In the illustrated implementation bracket  176  is configured to maintain the first set of mounting points within ±0.5 mm of the valve centerline axis. 
     Illustrated in  FIGS. 8 and 9 , the exhaust manifold  18  also includes a thermal isolator  190  configured to at least partially insulate the actuation device  114  from the thermal energy produced by the body  62  of the exhaust manifold  18 . In the illustrated implementation, the thermal isolator  190  includes a heat shield  180  coupled to the bracket  176  and configured to at least partially encompass the actuation device  114  therein. More specifically, the heat shield  180  includes one or more walls  192  configured to deflect, block, and/or absorb at least a portion of the radiant thermal energy output from the body  62  of the exhaust manifold  18  during use. By doing so, the heat shield  180  reduces the amount of thermal energy that interacts with the actuation device  114 , thereby reducing the operating temperature of the actuation device  114  and allowing the actuation device  114  to be positioned closer to the exhaust manifold  18  during use. 
     As shown in  FIGS. 8 and 9 , the heat shield  180  includes a first portion  196  coupled to the second set of mounting points  188  of the bracket  176 , and a second portion or cap  200  coupled to the first portion  196 . Together, the first portion  196  and the second portion  200  at least partially define a storage volume  204  sized and shaped to receive at least a portion of the actuation device  114  therein. Still further, the heat shield  180  is configured to allow one or both of the portions  196 ,  200  to be detached from the bracket  176  without having to first detach the actuation device  114  therefrom. As such, the user can gain access to the actuation device  114  without having to alter its alignment relative to the valve  102  and the like. 
     Furthermore, the walls  192  of the heat shield  180  are generally formed from metallic, ceramic, or other materials capable of shielding the actuation device  114  from the radiant thermal energy output from the body  62  of the exhaust manifold  18  during use. However, in alternative implementations, one or more of the walls  192  may include insulation or reflective coatings applied thereto to improve the shielding capabilities of the walls  192 . 
     Another implementation of the thermal isolation device  190 ′ is illustrated in  FIG. 13 . In the alternative implementation, the thermal isolation device  190 ′ includes a heat shield  180 ′ having a plurality of walls  192 ′ where each wall  192 ′ defines a fluid jacket  500 ′ therein. During use, water or other fluids are circulated through the jacket  500 ′ to reduce the temperature of the walls  192 ′ and increase the shielding capabilities of the heat shield  180 ′. In some implementations, the fluid jacket  500 ′ of the heat shield  180 ′ may be in fluid communication with the cooling system of the corresponding engine  18 , while in other implementations, the jacket  500 ′ may be in fluid communication with a stand-alone cooling system (not shown). While the illustrated implementation shows each of the walls  192 ′ of the heat shield  180 ′ including a fluid jacket  500 ′ formed therein, in alternative implementations, only a subset of the walls  192 ′ may include a fluid jacket  500 ′. For example, in some implementations, only the walls or portions of walls positioned between the body  62  of the exhaust manifold  18  and the actuation device  114  may define a fluid jacket  500 ′ therein (see  FIG. 14 ). 
       FIG. 15  illustrates another implementation of the thermal isolation device  190 ″. The thermal isolation device  190 ″ includes a spacer  504 ″ positioned between the actuation device  114  and the bracket  176 . The spacer  504 ″ is configured to thermally isolate the actuation device  114  from the bracket  176  and minimize the amount of heat conducted therebetween. In the illustrated implementation, the spacer  504 ″ defines a fluid jacket  500 ″ through which water or other fluids may be circulated to cool the spacer  504 ″ and better thermally isolate the actuation device  114 . As described above, the fluid jacket  500 ″, in turn, may be in fluid communication with the cooling system of the engine  18  or a separate cooling circuit (not shown). In still other implementations, the spacer  504 ″ may be solid (e.g., have no fluid jacket  500 ″) or include openings formed therein to promote the flow of air therethrough. In such implementations, the spacers  504 ″ may be formed of ceramic. 
     While the spacer  504 ″ is shown being positioned between the bracket  176  and the actuation device  114 , it is be understood that in implementations where the bracket  176  is formed separately from the rest of the body  62  of the exhaust manifold that a spacer  504 ″ may be positioned therebetween. Furthermore, while the spacer  504 ″ is shown as being a single unit, in alternative implementations, the spacer  504 ″ may include multiple individual elements, each positioned between the actuation device  114  and the bracket  176 . In such implementations, a single spacer  504 ″ may correspond with each mounting point defined by the bracket  176 . 
     While the illustrated thermal isolation devices  190 ,  190 ′,  190 ″ are shown having one of a spacer  504 ″ or a heat shield  180 ,  180 ′, it is to be understood that a combination of devices may be used to minimize the transfer of both radiant and conductive thermal energy to the actuation device  114 . 
       FIGS. 11-12  illustrated another implementation of the exhaust manifold that is substantially similar to the exhaust manifold as shown in  FIGS. 2-4 . As such, the details of this implementation are not included herein. 
     Illustrated in  FIG. 1 , the dual-inlet turbocharger  26  of the device  10  is a dual-inlet asymmetric turbocharger  26  as is well known in the art. The turbocharger  26  includes a compressor assembly  138 , a turbine assembly  142 , and a shaft  146  operably connecting the turbine assembly  142  with the compressor assembly  138 . 
     The turbine assembly  142  of the turbocharger  26  includes a turbine housing  150  and a turbine wheel  154  positioned within and rotatable with respect to the turbine housing  150 . The turbine wheel  154 , in turn, is coupled to and supported by the shaft  146  such that the two elements rotate together as a unit. 
     The turbine housing  150  of the turbine assembly  142  defines a first volute or scroll  158   a  configured to direct exhaust gasses toward the blades of the turbine wheel  154 , and a second volute or scroll  158   b  also configured to direct exhaust gasses toward the blades of the turbine wheel  154 . The turbine housing  150  also includes a first inlet  162   a  in fluid communication with the first volute  158   a , and a second inlet  162   b  in fluid communication with the second volute  158   b . In the illustrated implementation, the first volute  158   a  has a smaller or asymmetric cross-sectional shape than the second volute  158   b  as is well known in the art for an asymmetric dual-inlet turbocharger. 
     The compressor assembly  138  of the turbocharger  26  includes a compressor housing  166  and a compressor wheel  170  positioned within and rotatable with respect to the compressor housing  166 . The compressor wheel  170 , in turn, is coupled to and supported by the shaft  146  such that the compressor wheel  170 , the shaft  146 , and the turbine wheel  154  rotate together as a unit. 
     During use, the turbine assembly  142  receives both exhaust gas flows  76   a ,  76   b  from the exhaust manifold  18  of the engine  14  via the first and second inlets  162   a ,  162   b . More specifically, the first inlet  162   a  receives the first exhaust gas flow  76   a  from the first outlet  78  of the exhaust manifold  18  (e.g., from the first set of cylinders  42   a ), while the second inlet  162   b  receives the second exhaust gas flow  76   b  from the second outlet  90  of the exhaust manifold  18  (e.g., from the second set of cylinders  42   b ). The exhaust gasses  76   a ,  76   b , then flow into their respective volutes  158   a ,  158   b , where the exhaust gasses  76   a ,  76   b  pass over the blades of the turbine wheel  154  creating torque and causing the turbine wheel  154 , the shaft  146 , and the compressor wheel  170  to rotate. As the compressor wheel  170  rotates, the compressor wheel  170  draws ambient air into the compressor housing  166  through an inlet  174 , compresses the air, and discharges the resulting compressed air into the inlet  46  of the intake manifold  22  (described above) where it is mixed with fuel and distributed to the individual cylinders  42   a ,  42   b  as is well known in the art. Although not shown, the compressed air exhausted by the compressor wheel  170  may also be directed through a cooler before entering the inlet  46  of the intake manifold  22 . 
     While not shown, the turbocharger  26  may also include an internal or external waste gate as is well known in the art to permit at least a portion of the exhaust gasses to bypass the compressor assembly  138 . 
     Illustrated in  FIG. 1 , the EGR circuit  30  is in fluid communication with the EGR port  98  of the first fluid passageway  66   a  and is configured to re-direct a portion of the first exhaust gas flow  76   a  back into the intake manifold  22  as is well known in the art. During use, the EGR circuit  30  relies on the pressure differential between the exhaust system (e.g., the gas pressure within the first passageway  66   a ) and the intake manifold  22  to drive the exhaust gasses  76   a  to the intake side of the engine  14 . While not shown, the EGR circuit  30  of the device  10  may also include an EGR valve to restrict the flow of gasses into the EGR circuit  30  from the first fluid passageway  66   a , an EGR cooler, and other elements as is well known in the art. 
     Illustrated in  FIG. 1 , the controller  134  of the device  10  includes a processor  208 , a memory unit  212  in operable communication with the processor  208 , and one or more sensors  216 - 232  sending and receiving signals from the processor  208 . The processor  208  is also in operable communication with one or more elements of the device  10  such as, but not limited to, the actuation device  114  of the valve  102 , the EGR valve  210 , the turbocharger waste gate (not shown), the engine  14 , and other control systems not discussed herein. During use, the controller  134  receives a continuous stream of signals from the one or more sensors  216 - 232  regarding the operational status of the device  10 , enters that information into one or more control algorithms, and outputs a signal to the actuation device  114  to adjust the valve angle  104  of the valve  102 . 
     The controller  134  includes a plurality of sensors  216 - 232  positioned throughout the device  10  to provide information regarding the operation of the engine  14 , turbocharger  26 , and EGR circuit  30 . In particular, the controller  134  includes a first exhaust pressure sensor  216 , a second exhaust pressure sensor  220 , a turbo speed sensor  224 , an EGR flow sensor  228 , and a fuel flow sensor  232 . The sensors  216 - 232  may be present individually, in plurality, or in combination. 
     In still other implementations, the sensors  216 - 232  may include a combination of physical sensors and/or virtual sensors. More specifically, the processor  208  may use algorithms and system models to calculate the desired data points in lieu of detecting the data directly with a physical sensor. For example, the processor  208  may include a single exhaust pressure sensor and rely on system models and algorithms to calculate the exhaust pressure in the alternative gas passageway where no sensor is present. 
     The first exhaust pressure sensor  216  includes a pressure sensor mounted to the exhaust manifold  18  and configured to output signals representative of the average gas pressure of the exhaust gasses positioned within the first fluid passageway  66   a . Similarly, the second exhaust pressure sensor  220  includes a pressure sensor mounted to the exhaust manifold  18  and configured to output signals representative of the average gas pressure of the exhaust gasses positioned within the second fluid passageway  66   b . In both instances, the pressure sensors  216 ,  220  include a pressure sensor mounted to a boss or other mounting point formed into the body  62  of the exhaust manifold  18  and in fluid communication with the corresponding passageway  66   a ,  66   b.    
     While the processor  208  of the present invention uses pressure sensors  216 ,  220  to determine the pressure differential between the two fluid passageways  66   a ,  66   b ; in alternative implementations alternative pieces of information may be used to calculate the pressure differential such as the engine speed, throttle setting, operating temperature, and the like. 
     The turbo speed sensor  224  is configured to output signals representative of the rotational speed of the shaft  146  of the turbocharger  26 . More specifically, the turbo speed sensor  224  may include a hall effect sensor, optical sensor, and the like mounted to one of the turbine assembly  142  and the compressor assembly  138  and having access to the shaft itself  146 . In alternative implementations, the processor  208  may calculate the rotational speed of the shaft indirectly via gas flow rates and the like. 
     The EGR flow sensor  228  is configured to output signals representative of the flow rate of gas through the EGR circuit  30  during operation of the engine  14 . In the illustrated implementation, the EGR flow sensor  228  includes a flow sensor coupled to and in fluid communication with the EGR circuit  30 . 
     The fuel flow sensor  232  is configured to output signals representative of the overall fuel consumption of the engine  14 . However, in alternative implementations, the fuel flow sensor  232  may be configured to detect the fuel flow into each individual cylinder or a subset of cylinders (not shown). 
     While the illustrated processor  208  is in operable communication with the above referenced sensors, it is to be understood that more or fewer sensors may exist such as, but not limited to, an engine speed sensor, an induction temperature sensor, an induction pressure sensor, an induction humidity sensor, an EGR temperature sensor, exhaust temperature sensors for each passageway, coolant temperature sensors, and the like. 
     During operation, each cylinder  42   a ,  42   b  of the internal combustion engine  14  produces and expels exhaust gasses into a respective one of the inlets  74   a - c  and  76   a - c  of the exhaust manifold  18 . The exhaust gasses then collect within the two passageways  66   a ,  66   b  of the manifold  18  to produce two exhaust gas flows  76   a ,  76   b . As described above, each flow  76   a ,  76   b  then passes through its respective outlet  78 ,  90 , through its respective turbocharger inlet  162   a ,  162   b , and into its respective volute  158   a ,  158   b  of the turbocharger  26 . More specifically, the exhaust gasses produced in the first set of cylinders  42   a  are collected within the first passageway  66   a , and flow into the first volute  158   a  via the first turbocharger inlet  162   a  (which is coupled to the first outlet  78  of the first passageway  66   a ). Similarly, the exhaust gasses produced by the second set of cylinders  42   b  are collected within the second passageway  66   b , and flow into the second volute  158   b  via the second turbocharger inlet  162   b  (which is coupled to the second outlet  90  of the second passageway  66   b ). Furthermore, if sufficient pressure differential exists between the exhaust manifold  18  and the intake manifold  22  and the EGR valve  210  is open, a portion of the gasses in the first passageway  66   a  may also pass through the EGR port  98  and into the EGR circuit  30  to be recirculated through the engine  14  as is well known in the art. 
     As operation of the engine  14  continues, the asymmetric shapes of the two volutes  158   a ,  158   b  generate backpressure within the exhaust manifold  18  in the form of gas pressure within each of the two passageways  66   a ,  66   b . Generally speaking, the smaller cross-sectional shape of the first volute  158   a  produces a larger gas pressure within the first passageway  66   a  for a given flow rate of gas than the larger, second volute  158   b  produces in the second passageway  66   b  for that same flow rate. The gas pressure within each of the two passageways  66   a ,  66   b  can be influenced by, among other things, the valve angle  104 , the load and speed of the engine  14 , the load and speed of the turbocharger  26 , the configuration of the EGR valve  210 , and the configuration of the waste gate valve (not shown). As such, the processor  208  is configured to adjust the above listed parameters to produce the desired operating conditions within the device  10 . 
     In some implementations, the processor  208  is configured to optimize the pressure differential between the first and second fluid passageways  66   a ,  66   b . To do so, the processor  208  first calculates the current pressure differential using the inputs from the first and second pressure sensors  216 ,  220 . Once calculated, the processor then adjusts the valve angle  104  to alter the pressure differential until the desired value is produced. For example, if the pressure differential is too large, the processor  208  outputs a signal to the actuation device  114  to increase the valve angle  104  (e.g., move the valve  102  toward the fully open configuration; described above) to allow a greater flow rate of gas to pass between the two passageways  66   a ,  66   b . In contrary, if the pressure differential calculated by the processor  208  is too small, the processor  208  outputs a signal to the actuation device  114  to decrease the valve angle  104  (e.g., to move the valve  102  toward the fully closed configuration; described above) restricting the flow of gas between the two passageways  66   a ,  66   b.    
     In other implementations, the processor  208  is configured to optimize the rotational speed of the turbocharger  26 . To do so, the processor  208  utilizes the inputs from the turbocharger speed sensor  224 , and potentially the first and second pressure sensors  216 ,  220 . More specifically, the processor  208  monitors the turbocharger speed as detected by the turbocharger speed sensor  224  and adjusts the valve angle  104  to produce the desired turbocharger speed. For example, if the turbocharger speed is too fast, the processor  208  outputs a signal to the actuation device  114  to increase the valve angle  104 . This generally serves to reduce the gas pressure within the first passageway  66   a  by allowing gasses to flow into the second passageway  66   b  in fluid communication with larger, second volute  158   b . The decrease in pressure, in turn, generally reduces the rotational speed of the turbocharger  26 . 
     In contrast, if the turbocharger speed is too slow, the processor  208  outputs a signal to the actuation device  114  to decrease the valve angle  104 . This generally serves to increase gas pressure within the first passageway  66   a  by restricting the bleed-off of gasses into the second passageway  66   b . The increase in pressure, in turn, generally increases the rotational speed of the turbocharger  26 . 
     In still other implementations, the processor  208  may also provide signals to the turbocharger waste gate (described above) to supplement any changes in the valve angle  104 . For example, if the turbocharger  26  is rotating too quickly, the processor  208  may increase the valve angle  104  a lesser amount than would normally be necessary but supplement such an action by also partially opening the waste gate valve. 
     In still other implementations, the processor  208  is configured to optimize the rate of gas flow through the EGR circuit  30 . To do so, the processor  208  utilizes inputs from the EGR flow sensor  228  and potentially the first and second pressure sensors  216 ,  220 . More specifically, the processor  208  monitors the flow of gas through the EGR circuit  30  as detected by the EGR flow sensor  228  and adjusts the valve angle  104  to produce the desired flow rate through the EGR circuit  30 . For example, if the EGR flow rate is too low, the processor  208  outputs a signal to the actuation device  114  to decrease the valve angle  104 . This generally serves to increase the gas pressure within the first passageway  66   a  which is in direct fluid communication with the EGR port  98 . As such, an increase in gas pressure within the first passageway  66   a  increases the pressure differential across the engine  14  (e.g., between the exhaust manifold  18  and the intake manifold  22 ) causing a larger volume of gas to flow through the EGR circuit  30 . 
     In contrast, if the EGR flow rate is too high, the processor  208  outputs a signal to the actuation device  114  to increase the valve angle  104 . This generally serves to decrease the gas pressure within the first passageway  66   a  and therefore decreases the pressure differential across the engine  14 . As such, a lower volume of gas flows through the EGR circuit  30 . Still further, the processor  208  may also provide signals to the EGR valve  210  to supplement any changes to the valve  102 . 
     In still other implementations, the processor  208  is configured to improve engine transient response. To do so the processor  208  utilizes inputs from the fuel flow sensor  232 . More specifically, the processor  208  is configured to reduce the valve angle  104  in response to a rapid increase in fuel flow to the engine  14 , as detected by the fuel flow sensor  232 . By closing the valve  102 , the processor  208  allows pressure to build more rapidly within the turbocharger  26  (e.g., within the first volute  158   a ) permitting a more rapid increase in airflow into the engine  14  to correspond with the increase in fuel flow detected by the fuel flow sensor  232 . 
     In addition to the operational parameters described above, the processor  208  may also be configured to optimize additional operating parameters of the device  10  such as, but not limited to, engine pressure differential (e.g., intake v. exhaust manifold pressure), pumping mean effective pressure, break specific fuel consumption, and the pressure acting on various exhaust system components. In still other implementations, the processor  208  may balance multiple parameters simultaneously to provide the most desirable operating conditions. 
       FIGS. 5-7  illustrate another implementation of the exhaust manifold  18 ′. The exhaust manifold  18 ′ is substantially similar to the exhaust manifold  18  and therefore only the differences will be described in detail herein. The exhaust manifold  18 ′ includes a body  62 ′ at least partially defining a first passageway  66   a ′ and a second passageway  66   b ′. During use, both passageways  66   a ′,  66   b ′ are configured to collect exhaust gasses from a subset of cylinders  42   a ,  42   b  of the engine  14  and direct the exhaust gasses into a respective one of the one or more inlets of the turbocharger  26 . 
     The first fluid passageway  66   a ′ of the exhaust manifold  18 ′ includes a first set of one or more inlets  74   a ′,  74   b ′,  74   c ′, each corresponding to and configured to receive exhaust gasses from a corresponding one of the first set of cylinders  42   a  of the engine  14  to produce a first exhaust gas flow  76   a ′. The first fluid passageway  66   a ′ also includes a first outlet  78 ′ in constant fluid communication with each of the one or more first inlets  74   a ′,  74   b ′,  74   c ′ and is configured to direct the first exhaust gas flow  76   a ′ contained within the first fluid passageway  66   a ′ into a corresponding one of the inlets of the turbocharger  26  (described below). 
     The first fluid passageway  66   a ′ also includes a first communication channel  194   a ′. The first communication channel  194   a ′ includes an aperture in fluid communication with the passageway  66   a ′ and formed into the sidewall thereof (see  FIG. 6 ). 
     The second fluid passageway  66   b ′ of the exhaust manifold  18 ′ includes a second set of one or more inlets  86   a ′,  86   b ′,  86   c ′, each corresponding to and configured to receive exhaust gasses from a corresponding one of the second set of cylinders  42   b  of the engine  14  to produce a second exhaust gas flow  76   b ′. The second fluid passageway  66   b ′ also includes a second outlet  90 ′ in constant fluid communication with each of the one or more second inlets  86   a ′,  86   b ′,  86   c ′ and configured to direct the second exhaust gas flow  76   b ′ contained within the second fluid passageway  66   b ′ into a corresponding one of the inlets of the turbocharger  26  (described below). 
     The second fluid passageway  66   b ′ also includes a second communication channel  194   b ′. The second communication channel  194   b ′ includes an aperture in fluid communication with the passageway  66   b ′ and formed into the sidewall thereof (see  FIG. 6 ). 
     The body  62 ′ of the exhaust manifold  18 ′ also at least partially defines a secondary chamber  198 ′. The secondary chamber  198 ′ is in fluid communication with both the first fluid passageway  66   a ′ and the second fluid passageway  66   b ′. More specifically, the secondary chamber  198 ′ is open to both the first communication channel  194   a ′ and the second communication channel  194   b . In the illustrated implementation, the secondary chamber  198 ′ includes a removable cover (not shown) to completely enclose and pneumatically seal the secondary chamber  198 ′ from the surrounding atmosphere. 
     The exhaust manifold  18 ′ also includes a valve  102 ′ at least partially positioned within the secondary chamber  198 ′ and configured to selectively restrict the flow of exhaust gasses between the first passageway  66   a ′ and the second passageway  66   b ′. More specifically, the valve  102 ′ is continuously adjustable between a first, fully open configuration, in which the first fluid passageway  66   a ′ is in fluid communication with the second fluid passageway  66   b ′ via the secondary chamber  198 ′; and a second, closed configuration, in which the first fluid passageway  66   a ′ is not in fluid communication with the second fluid passageway  66   b ′. During use, adjusting the valve  102 ′ from the second configuration to the first configuration allows the exhaust gasses to flow between the first and second passageways  66   a ′,  66   b ′ at an increasingly larger volumetric flow rate. As such, the pressure differential or ΔP between the two passageways  66   a ′,  66   b ′ generally reduces the closer to the first configuration the valve  102 ′ is positioned. 
     In the illustrated implementation, the valve  102 ′ is a gate valve positioned within the secondary chamber  198 ′ and configured to selectively close one of the first communication between channel  194   a ′ and the second communication channel  194   b ′. More specifically, the valve  102 ′ includes a valve body  202 ′ movable with respect to the body  62 ′ of the manifold  18 ′, and an actuation device  114 ′ configured to move the valve body  202 ′ into and out of engagement with the respective communication channel  194   a ′. As shown in  FIGS. 6 and 7 , the valve body  202 ′ is sized and shaped to engage and form a seal with the first communication channel  194   a ′ when then the valve  102 ′ is in the closed configuration. Alternatively a valve could be applied solely to communication channel  194   b  or valves may be applied to both communication channels  194   a  and  194   b.