Claims:
WE CLAIM:
1. A turbo swirl breaker to reduce the swirl effect from turbocharger to catalytic converter comprising:
connector means (100) configured for connecting an outlet of the turbo charger with the inlet of a catalytic converter (112);
wherein said connecter means (100) is configured with at least one protrusion, at least one depression (108,110), at least one fin (106), individually or in combination, forming turbo swirl breaker components, to reduce turbocharger swirl effect of fluid by reducing its radial velocity magnitude and increasing its axial velocity flowing axially through said turbo swirl.

2. The turbo swirl breaker as claimed in claim 1 wherein said connecting means (100) comprises an inlet pipe (102) and inlet cone region (104) configured for reducing the turbo swirl effect formed.

3. The turbo swirl breaker as claimed in claim 1 wherein said turbo swirl breaker components (106, 108, 110) are mounted at predetermined locations in an inlet pipe (102) and inlet cone region (104) based on pre-calculations of the size and shape of the inlet pipe (102) on which said turbo swirl breaker components are provided.

4. The turbo swirl breaker as claimed in claim 1 wherein said turbo swirl breaker components are projected towards the inward direction of the inlet pipe (102) and inlet cone region (104).

5. The turbo swirl breaker as claimed in claim 1 wherein, the inlet pipe (102) of the inlet cone region (104) or the catalytic converter inlet pipe provided with said turbo swirl breaker components are manufactured as two half shells by a forming process.

6. The turbo swirl breaker as claimed in claim 1 wherein according to one embodiment of the present disclosure, the inlet pipe (102) is configured to be manufactured from a single pipe, wherein the turbo swirl breaker components are subsequently mounted inside said inlet pipe (102).

7. The turbo swirl breaker as claimed in claim 1 wherein said turbo swirl breaker is configured to be installed/mounted parallel to the fluid flow direction, to avoid the accumulation of soot over its fins/web (106).

8. The turbo swirl breaker as claimed in claim 1 wherein said turbo swirl breaker components are configured to be positioned at an angle to the turbo swirl flow path in order to reduce the turbo swirl effect.

9. The turbo swirl breaker as claimed in claim 8 wherein said angle of the turbo swirl breaker components is configured to vary from 10 degrees to 170 degrees based on the turbo swirl to be broken.

10. The turbo swirl breaker as claimed in claim 9 wherein said turbo swirl breaker components are configured to be positioned at an angle of 90 degrees (perpendicular) to the turbo swirl flow path in order to reduce the turbo swirl effect.

11. Method of manufacturing a turbo swirl breaker to reduce the swirl effect from turbocharger to catalytic converter comprising the steps of
a. shearing a required size of a piece (202) from sheet metal for manufacturing of one side of an inlet pipe;
b. blanking (204) the piece as per the predetermined profile of the turbo swirl;
c. forming (206) the blanked sheet to get the actual predetermined profile of the swirl;
d. trimming the formed profile with the help of punch and die to modify formed webs (208) to predetermined shapes; and
e. bending the webs (210) at predetermined locations to transform them into swirl breakers.

12. The Method of manufacturing a turbo swirl breaker to reduce the swirl effect from turbocharger to catalytic converter as claimed in claim 11, wherein said turbo swirl breaker is manufactured from a single pipe, wherein the turbo swirl breaker components are subsequently mounted inside said inlet pipe.

Dated this 16th day of January, 2020

MOHAN RAJKUMAR DEWAN
of R.K. DEWAN & COMPANY
IN/PA-25
APPLICANT’S PATENT ATTORNEY

TO,
THE CONTROLLER OF PATENTS
THE PATENT OFFICE, AT CHENNAI
, Description:FIELD
The present disclosure relates to after-treatment devices for internal combustion engine exhausts. More particularly it relates to a turbo swirl breaker device for a turbocharger.
DEFINITIONS
As used in the present disclosure, the following terms are generally intended to have the meaning as set forth below, except to the extent that the context in which they are used indicate otherwise.
“Turbocharger” - A turbocharger is a device that increases the amount of air entering the engine to create more power. A turbocharger has the compressor powered by a turbine. The turbine is driven by the exhaust gas from the engine.
“Swirl” – means to move quickly with a twisting, circular movement, or to make something do this. It is also known as one type of air movement.
“Particulate Matter” – is the sum of all solid and liquid particles suspended in air many of which are hazardous. This complex mixture includes both organic and inorganic particles, such as dust, pollen, soot, smoke, and liquid droplets. ... directly emitted, for instance when fuel is burnt and when dust is carried by wind, or.
“Nitrogen oxides (NOx)” – Nitrogen oxides in the atmosphere contribute to photochemical smog, to the formation of acid rain precursors, to the destruction of ozone in the stratosphere and to global warming. Over the past 150 years, global emissions of nitrogen oxides into the atmosphere have been increasing steadily. A significant amount of the nitrogen oxide emissions is attributed to combustion of biomass and fossil fuels. It is the combination of NO and NO2.
“BS VI” – BS VI refers to the sixth stage of the Bharat Stage emission norms. One of the most important feature of BS VI norms is sulphur content in fuel. BS-VI grade fuel only has 10 ppm sulphur. BS VI can bring PM in diesel cars down by 80 per cent. The new norms will bring down nitrogen oxides from diesel cars by 70 per cent and in petrol cars by 25 per cent. Furthermore, the NOx (oxides of nitrogen) emission limits are cut down by 68 per cent for light duty diesel vehicles, while that for light-duty petrol vehicles are reduced by 25 per cent.
“Euro VI” – Euro VI is the sixth incarnation of the European Union directive to reduce harmful pollutants from vehicle exhausts. The Euro VI standard was introduced in September 2015, and all mass-produced cars sold from this date need to meet these emissions requirements.
“Catalytic converters” – A catalytic converter is an exhaust emission control device that reduces toxic gases and pollutants in exhaust gas from an internal combustion engine into less-toxic pollutants by catalysing a redox reaction (an oxidation and a reduction reaction).
“Lean NOx-Trap (LNT) technology” – Also called as a NOx adsorber, is a device designed to reduce oxides of nitrogen emitted in the exhaust gas of a lean burn internal combustion engine. Lean burn engines, particularly diesels, present a special challenge to emission control system designers because of the relatively high levels of O2 (atmospheric oxygen) in the exhaust gas.
“Shearing” also known as die cutting is a process which cuts stock without the formation of chips or the use of burning or melting. If the cutting blades are straight, the process is called shearing.
“Blanking” is a shearing process in which a punch and die are used to modify webs.
“Forming” is a process makes use of suitable stresses like compression, tension, shear or combined stresses which cause plastic deformation of the materials to produce predetermined shape. This is not a material removal process i.e. no material is removed during this process.

BACKGROUND
In recent times due to increased environmental awareness, the new emission regulations have become more stringent and continue to require significant reduction of several emission components including nitrogen oxides (NOx) and particulate matter (PM). The amount of the NOx emitted from an engine depends on the engine type, size and the class of application. In order to comply with the BS VI /Euro VI emission regulations one of the significant methods is to apply an after-treatment device that can facilitate with catalytic converters.
Normally simulations are carried out for an exhaust system with or without considering turbo swirl. Further, simulation is also carried out for a catalytic converter based on engine type. For engine without turbocharger or super charger, axial velocity magnitude is much higher to compare with radial & tangential velocity magnitude. Therefore, simulation was considering uniform flow direction.
For a turbo engine, radial and tangential velocity magnitude is also higher. Therefore, exhaust gas flow will be swirl motion. Achieving exhaust gas flow distribution target (uniformity) over catalytic convertor is very difficult due to high swirl flow. It is very important to meet the exhaust gas distribution (uniformity index) over catalytic convertor. Gas flow uniformity index is a very important parameter to ensure the catalytic convertor performance. Low uniformity index affects catalytic converter emission conversion performance, improper utilization of catalyst, local thermal hot point and local pressure differences. Therefore, higher uniformity index is very important parameter for catalytic converter. For this application achieving uniform gas flow, distribution target (uniformity) over the brick face can be done by modifying the inlet pipe and inlet cone profiles.
In order to have an efficient NOx conversion in Lean NOx-Trap (LNT) technology, it is very important, to have an exhaust gas distribute more uniform over the LNT catalyst frontal surface. This is accomplished with the help of pipe and cone profile with in BS IV application. For Turbo charged / super charged engine application, turbo charger/ super charger outlet gas has high magnitude of radial velocity and less magnitude of axial velocity, which will create high swirl flow. Due to centrifugal force of high swirl flow, velocity is high near the inlet pipe and cone wall and very less in center. As result of this velocity difference, create recirculation inside the pipe. It creates more challenges to achieve uniform distribution of exhaust gas over the catalyst face more than 95%. For upcoming emission norms Bharat Stage VI (BS VI), it is very difficult to achieve uniform flow distribution on LNT surface due to strong swirl and strict package space and customer target. There is, therefore, felt a need, to break the swirl created by turbo charger inside the inlet pipe of LNT/ Three-Way Catalyst (TWC), for achieving uniform flow on catalyst frontal face.

OBJECTS
Some of the objects of the present disclosure, which at least one embodiment herein satisfies, are as follows:
An object of the present disclosure is to provide a device to break the swirl created by a turbo charger inside the inlet pipe of LNT/TWC.
Another object of the present disclosure is to provide a device to distribute the exhaust gas more uniformly over the LNT catalyst frontal surface.
Yet another object of the present disclosure is to provide a device that convert NOx in Lean NOx-Trap (LNT) technology.
A further object of the present disclosure is to provide a device that can facilitate along with catalytic converters to comply with the BS VI /Euro VI emission regulations.
Other objects and advantages of the present disclosure will be more apparent from the following description, which is not intended to limit the scope of the present disclosure.
SUMMARY
The present disclosure discloses a turbo swirl breaker to reduce the turbocharger swirl effect, the breaker comprising an inlet pipe and inlet cone region assembly configured for connecting an outlet of the turbo charger with the inlet of the catalytic converter wherein the inlet pipe and inlet cone region is provided with at least one protrusion, at least one depression, at least one fin, individually or in combination to form turbo swirl breaker components, to reduce turbocharger swirl effect of the fluid by reducing its radial velocity and increasing its axial velocity flowing axially through the turbo swirl.
The method of manufacturing the turbo swirl breaker to reduce turbocharger swirl effect comprises the following steps:
a. shearing a required size of a piece from sheet metal for manufacturing of one side of the inlet pipe;
b. blanking the piece as per the predetermined profile of the turbo swirl;
c. forming the blanked sheet to get the actual predetermined profile of the swirl;
d. trimming the formed profile with the help of punch and die to modify formed webs to predetermined shapes; and
e. bending the webs at predetermined locations to transform them into swirl breakers.

The turbo swirl breaker comprises an inlet pipe and inlet cone region configured for reducing the turbo swirl formed due to the turbocharger. The turbo swirl breaker components are mounted at the predetermined locations in an inlet pipe and inlet cone region based on the pre-calculations of the size and shape of the inlet pipe on which the turbo swirl breaker components are to be provided. The turbo swirl breaker components are configured to facilitate the axial flow of the fluid for improving the uniform fluid flow distribution over the catalytic convertor front face to increase the performance of the catalytic convertor. The turbo swirl breaker components are configured to be projected towards inward direction of the inlet pipe and inlet cone region, based on the pre-calculations of the critical parameters like projected lengths, dimensions and positions of the turbo swirl breaker components to ensure the efficient performance of swirl breaker device.
According to one embodiment of the present disclosure, the turbo swirl breaker comprising an inlet pipe of the inlet cone region or the catalytic converter inlet pipe having the turbo swirl breaker components, are manufactured as two half shells by a forming process.
According to another embodiment of the present disclosure, the inlet pipe of the inlet cone region is configured to be manufactured from a single pipe, wherein the turbo swirl breaker components are subsequently mounted inside the inlet pipe. The turbo swirl breakers are configured to be installed/mounted parallel to fluid flow directions, to avoid the accumulation of soot over the fins. The turbo swirl breaker components are configured to be positioned at an angle of 90 degrees (perpendicular) to turbo swirl flow in order to reduce the turbo swirl effect. The angle of the turbo swirl breaker components is configured to vary from 10 degrees to 170 degrees based on the turbo swirl to be broken and the turbo swirl breaker efficiency to be achieved.
BRIEF DESCRIPTION OF THE ACCOMPANYING DRAWING
The device of the present disclosure will now be described with the help of the accompanying drawing, in which:
Figure 1 illustrates an isometric diagram of an inlet pipe of the Lean NOx-Trap (LNT)
Figure 2 illustrates a flowchart to depict the manufacturing process of an inlet pipe with turbo swirl breaker.
Figure 3(a) illustrates a schematic view of the shearing step involved in manufacturing of inlet pipe with fins or flaps.
Figure 3(b) illustrates a schematic view of the blanking step involved in manufacturing of inlet pipe with fins or flaps.
Figure 3(c) illustrates a schematic view of the forming step involved in manufacturing of inlet pipe with fins or flaps.
Figure 3(d) illustrates a schematic view of the bending step involved in manufacturing of inlet pipe with fins or flaps.
Figure 3(e) illustrates a schematic view of the restricking step involved in manufacturing of inlet pipe with fins or flaps.
Figure 4 illustrates the inlet pipe of present disclosure along with the cone mounted on the catalytic converter or Lean NOx-Trap (LNT) catalyst frontal surface.
Figures 5(a) – 5(d) illustrate the various views of inlet pipe of the Lean NOx-Trap (LNT) of present disclosure with swirl breaker in the form of fins/protrusions/depressions depicting the flow of exhaust gas inlet in swirl mode at the entry position of inlet pipe 5(a) and transforming into a uniformity index towards exit 5(b) or near cone section 5(c) or at the inlet of the LNT catalyst frontal surface 5(d).
Figure 6 illustrates the inlet pipe of the Lean NOx-Trap (LNT) of present disclosure with swirl breaker in the form of fins/protrusions/depressions depicting the flow of exhaust gas inlet in swirl mode at the entry position of inlet pipe and transforming into a uniformity index towards exit or near cone section or at the inlet of the LNT catalyst frontal surface.
Figure 7(a) illustrates uniformity index on LNT.
Figure 7(b) illustrates uniformity index on Catalysed Diesel Particulate Filter (CDPF).

DETAILED DESCRIPTION
The present disclosure will now be described with reference to the accompanying drawing which does not limit the scope and ambit of the disclosure. The description provided is purely by way of example and illustration.
In recent times due to increased environmental awareness, the new emission regulations have become more stringent and continue to require significant reduction of several emission components including nitrogen oxides (NOx) and particulate matter (PM). The amount of the NOx emitted from an engine depends on the engine type, size and the class of application. In order to comply with the BS VI /Euro VI emission regulations one of the significant methods is to apply an after-treatment device that can facilitate with catalytic converters.
For a turbo engine, radial and tangential velocity magnitude is also higher. Therefore, exhaust gas flow will be swirl motion. Achieving exhaust gas flow distribution target (uniformity) over catalytic convertor is very difficult due to high swirl flow. In order to have an efficient NOx conversion in Lean NOx-Trap (LNT) technology, it is very important, to have an exhaust gas distribute more uniform over the LNT catalyst frontal surface. For this application achieving uniform gas flow, distribution target (uniformity) over the brick face can be done by modifying the inlet pipe and inlet cone profiles.
The present disclosure proposes accomplishing of uniform flow distribution on LNT surface by breaking the swirl created by turbo charger with the help of a protrusion/depression/fin mounted inside the inlet pipe of LNT/ Three-Way Catalyst (TWC), which can be the solution for achieving uniform flow on catalyst frontal face. A swirl breaker or a protrusion/depression or a fin is introduced inside the inlet pipe, to break the swirl. So that it guides the flow and it helps to achieve better uniform flow over the brick face. The role of a swirl breaker is to reduce the swirl, to avoid unnecessary recirculation and it controls the velocity of the flow. Swirl breaker helps to overcome the vacuum that is formed in the centre of the profile due to strong swirl. This is because of the flow that goes along the wall of the profile due to swirl.
The present disclosure provides a turbo swirl breaker to reduce turbocharger swirl effect and the method of its manufacturing thereof. The turbo swirl breaker (100) comprises of an inlet pipe (102) configured for reducing the turbo swirl formed due to the turbocharger. The inlet pipe (102) is provided with plurality of protrusions/depressions (108,110) and/or fins/webs (106) at the predetermined locations based on the precalculations of the size and shape of the inlet pipe on which plurality of protrusions/depressions (108,110) and/or fins/webs (106) are to be provided for breaking the turbo swirl to reduce radial velocity magnitude and increase the axial velocity magnitude to facilitate the axial flow of the fluid/exhaust gas for improving the uniform gas flow distribution over the catalytic convertor front face thereby to increase the performance of the catalytic convertor.
Referring to Figure 1, an inlet cone region is shown configured with plurality of protrusions/depressions (108,110) and/or fins to form as turbo swirl breaker components. These are single or multiple components that are used to break intense swirl flow which is created by turbo charger. The turbo swirl breaker components are installed in the inlet cone region after turbo charger outlet. These turbo swirl breaker components are projected towards inward direction. The critical parameter to ensure the performance of swirl breaker device are the projected lengths, dimensions and positions of the turbo swirl breaker device.
Referring to Figures 2 and 3(a) – 3(e), the flow chart of the method of manufacturing is shown according to one embodiment of the disclosure. The stepwise processing of the sheet metal according to the flow chart of figure 2 is been depicted in the figures 3(a) – 3(e). This stepwise processing is explained below in detail.
Referring to Figure 4, the assembly of the catalytic converter mounted with the turbo swirl breaker according to one embodiment of the present disclosure is shown. The inlet pipe of the inlet cone region or the catalytic converter inlet pipe provided with these turbo swirl breaker components of the present disclosure is mounted on the catalytic converter.
Referring to Figures 5(a) – 5(d) and 6, the images shows the role of swirl breakers in the turbo swirl flow, which is controlling the flow paths of the swirl flow, which increasing the uniformity index of the catalytic convertor system. The diagrams of the turbo swirl breaker illustrate the various views of inlet pipe of the Lean NOx-Trap (LNT) with swirl breaker fins of present disclosure for depicting the flow of exhaust gas inlet in swirl mode at the entry position of inlet pipe 5(a) and transforming into a uniformity index towards exit 5(b) or near cone section 5(c) or at the inlet of the LNT catalyst frontal surface 5(d).
Referring to Figures 7(a) and 7(b), two diagrams shows the Uniformity index on LNT 7(a) as 0.945 and the Uniformity index on CDPF 7(b) as 0.99. Before introducing swirl breaker, uniformity index on LNT was 0.87. Thus by referring to these diagrams it is concluded that the swirl breakers play an important role in breaking the swirl flow and without swirl breaker controlling the swirl are much difficult.
The present disclosure discloses a turbo swirl breaker (100) to reduce turbocharger swirl effect comprising of an inlet pipe (102) and inlet cone region (104) assembly configured for connecting an outlet of the turbo charger with the inlet of the catalytic converter (112) wherein the an inlet pipe (102) and inlet cone region (104) is provided with at least one protrusion, at least one depression (108,110), at least one fin/web (106), individually or in their combination to form turbo swirl breaker components, to reduce turbocharger swirl effect of the fluid by reducing the radial velocity magnitude and increasing the axial velocity flowing axially through the turbo swirl.
The method of manufacturing the turbo swirl breaker (100) to reduce turbocharger swirl effect comprising the steps of, a. shearing (202) the required size of the piece from sheet metal for manufacturing of one side of the inlet pipe (102) with the help of shearing process; b. blanking (204) the piece as per the predetermined profile of the swirl breaker; c. forming (206) the blanked sheet to get the actual predetermined profile of swirl breaker; d. trimming the formed profile with the help of punch and die to modify formed webs (208) to the predetermined shapes; e. bending (210) of the formed webs (208) at a predetermined location to transform it into at least one swirl breaker device; f. restricking is carried out for ensuring the proper predetermined formation of the product and to check for any unwanted deformation during forming process; g. inspecting the quality and withstanding ability of the product by conducting various tests.
The turbo swirl breaker comprises of an inlet pipe (102) and inlet cone region (104) configured for reducing the turbo swirl formed due to the turbocharger. The turbo swirl breaker components are mounted at the predetermined locations in an inlet pipe (102) and inlet cone region (104) based on the precalculations of the size and shape of the inlet pipe (102) on which the turbo swirl breaker components are to be provided. The turbo swirl breaker components are configured to facilitate the axial flow of the fluid for improving the uniform fluid flow distribution over the catalytic convertor front face to increase the performance of the catalytic convertor (112). The turbo swirl breaker components are configured to be projected towards inward direction of the inlet pipe (102) and inlet cone region (104), based on the precalculations of the critical parameters like projected lengths, dimensions and positions of the turbo swirl breaker components to ensure the efficient performance of swirl breaker device.
According to one embodiment of the present disclosure, the turbo swirl breaker comprising an inlet pipe (102) of the turbo swirl breaker or the catalytic converter inlet pipe provided with the turbo swirl breaker component is configured to be manufactured as two half shells by forming process (206). One-half of the catalytic converter inlet pipe shell consists of single or multiple of turbo swirl breaker components (106,108,110) or both halves of catalytic converter inlet shell can contain turbo swirl breaker components. However, the present disclosure is not limited to any particular manufacturing process used for manufacturing of these inlet pipe provided with turbo swirl breaker components.
According to another embodiment of the present disclosure, the inlet pipe (102) of the turbo swirl breaker (100) is configured to be manufactured from a single pipe, wherein the turbo swirl breaker components are subsequently mounted inside the inlet pipe (102). The turbo swirl breakers components (106,108,110) are configured to be installed/mounted parallel to fluid flow directions, to avoid the accumulation of soot over the turbo swirl breaker components like fins/webs (106), etc. The turbo swirl breaker components are configured to be positioned perpendicular (at an angle of 90 degrees) to turbo swirl flow in order to reduce the turbo swirl effect. The angle of the turbo swirl breaker components is configured to vary from 10 degrees to 170 degrees based on the turbo swirl to be broken and the turbo swirl breaker efficiency to be achieved.
In another embodiment of the present disclosure, the inlet pipe (102) of the turbo swirl breaker can also be made as single pipe, wherein the turbo swirl breaker components (106,108,110) can be made separately and positioned inside the inlet pipe and mechanically jointed. In this system, turbo swirl breaker components (106,108,110) are positioned inside the inlet cone region (104) or the inlet pipe (102) based on certain pre-calculated/predetermined distance in the inlet pipe (102) which are further based on the swirl breaking efficiency.
Further these turbo charger swirl breakers are designed to be installed/mounted parallel to exhaust gas flow directions, to avoid the accumulation of soot over the fins. These components, which are mounted parallel to flow, will also reduce the complexity of manufacturing process. The turbo charger swirl breaker components are positioned perpendicular (90 degrees) / Angled to turbo swirl flow in order to reduce the turbo swirl. Angle varies from 10 degrees to 170 degrees based on the turbo swirl to be broke and the turbo swirl breaker efficiency.
According to one embodiment of the present disclosure the method of manufacturing of the inlet pipe with swirl breakers comprises of the following steps:
1. Shearing: (202) First processing in the manufacturing is shearing. By this process the required size of the piece from sheet metal for manufacturing of one side of the inlet pipe is extracted from the raw material with the help of shearing process.
2. Blanking: (204) The sheet metal obtained after shearing process is blanked as per the profile of the swirl breaker.
3. Forming: (206) Forming process is done on the blanked sheet to get the actual profile of swirl breaker.
4. Trimming: After formation of the actual profile the trimming process with the help of punch and die are used to modify formed webs (208) to the predetermined shapes.
5. Bending: (210) The bending process is carried out after the forming process
6. Restricking: Restricking is carried out to ensure that the product has not gone any deformation during forming process.
7. Inspection: The final process is inspection. During the inspection process the product undergoes various tests to ensure the quality and withstanding ability.

Working:
The turbo swirl breaker comprises of an inlet cone region comprising of an inlet pipe configured for reducing the turbo swirl formed due to the turbocharger. The swirl breakers are placed in such a way that it defines all its purpose i.e. it helps breaks the gas flow swirl to reduce radial velocity magnitude and increase the axial velocity magnitude, which will reduce the velocity magnitude difference between the centre and wall to avoid the recirculation of exhaust gas.
Position, dimensions and number of fins/protrusions/depressions of swirl breaker are very critical parameters to ensure the efficient performance of the swirl breaker. Swirl breakers are used to disturb/break the high intense swirl, which will reduce the centrifugal force of the exhaust gas flow. As the result the velocity magnitude difference wall to centre will reduce, which improves uniform gas flow in the inlet pipe and cone.
Swirl breaker helps to bring the high intense flow into uniform flow pattern. The high swirl flow in the catalytic convertor inlet induces the localized high-pressure zone. By breaking the turbo swirl, high pressure flow will be reduced. Also this will increase the catalytic convertor performance by improving the uniform gas flow distribution over the catalytic convertor front face.

Effect of Swirl breakers on Uniformity Index (UI) Improvement:
The swirl breakers play an important role in the improvement of uniformity index, which are important parameters for the durability of catalytic convertor.
The flow in the system without swirl breakers move along with the wall and flows through some specific region, which affect the uniformity index of any system. When swirl breakers of proper count and position are introduced, it increases the uniformity index to required target for the safety of the catalytic convertor and for the life of the exhaust system.
TECHNICAL ADVANCEMENTS
The turbo swirl breaker to reduce turbocharger swirl effect and the method of its manufacturing of the present disclosure breaks the turbo swirl to reduce radial velocity magnitude and increase the axial velocity magnitude to facilitate the axial flow of the exhaust gas. The swirl breakers play an important role in the improvement of the uniform gas flow distribution over the catalytic convertor front face thereby to increase the performance of the catalytic convertor thereof, thereby improving the uniformity index, which are important parameters for the durability of catalytic convertor. Further, the introduction of swirl breakers of proper count and position increase the uniformity index to required target for the safety of the catalytic convertor and for the life of the exhaust system.
The embodiments herein and the various features and advantageous details thereof are explained with reference to the non-limiting embodiments in the following description. Descriptions of well-known components and processing techniques are omitted so as to not unnecessarily obscure the embodiments herein. The examples used herein are intended merely to facilitate an understanding of ways in which the embodiments herein may be practiced and to further enable those of skill in the art to practice the embodiments herein. Accordingly, the examples should not be construed as limiting the scope of the embodiments herein.
The foregoing description of the specific embodiments so fully reveal the general nature of the embodiments herein that others can, by applying current knowledge, readily modify and/or adapt for various applications such specific embodiments without departing from the generic concept, and, therefore, such adaptations and modifications should and are intended to be comprehended within the meaning and range of equivalents of the disclosed embodiments. It is to be understood that the phraseology or terminology employed herein is for the purpose of description and not of limitation. Therefore, while the embodiments herein have been described in terms of preferred embodiments, those skilled in the art will recognize that the embodiments herein can be practiced with modification within the spirit and scope of the embodiments as described herein.
Throughout this specification the word “comprise”, or variations such as “comprises” or “comprising”, will be understood to imply the inclusion of a stated element, integer or step, or group of elements, integers or steps, but not the exclusion of any other element, integer or step, or group of elements, integers or steps.
The use of the expression “at least” or “at least one” suggests the use of one or more elements or ingredients or quantities, as the use may be in the embodiment of the disclosure to achieve one or more of the desired objects or results.
Any discussion of documents, acts, materials, devices, articles or the like that has been included in this specification is solely for the purpose of providing a context for the disclosure. It is not to be taken as an admission that any or all of these matters form a part of the prior art base or were common general knowledge in the field relevant to the disclosure as it existed anywhere before the priority date of this application.
The numerical values mentioned for the various physical parameters, dimensions or quantities are only approximations and it is envisaged that the values higher/lower than the numerical values assigned to the parameters, dimensions or quantities fall within the scope of the disclosure, unless there is a statement in the specification specific to the contrary.
While considerable emphasis has been placed herein on the components and component parts of the preferred embodiments, it will be appreciated that many embodiments can be made and that many changes can be made in the preferred embodiments without departing from the principles of the disclosure. These and other changes in the preferred embodiment as well as other embodiments of the disclosure will be apparent to those skilled in the art from the disclosure herein, whereby it is to be distinctly understood that the foregoing descriptive matter is to be interpreted merely as illustrative of the disclosure and not as a limitation