CROSS-REFERENCE TO RELATED PATENT APPLICATION

[0001] The present application claims priority to U.S. Provisional Patent Application No. 62/689,941, entitled“Multiple Turbocharger Mounting System,” filed June 26, 2018 and the contents of which are incorporated herein by reference.

TECHNICAL FIELD

[0002] The present application relates generally to systems and methods for mounting multiple turbochargers on an internal combustion engine.

BACKGROUND

[0003] Internal combustion engines may include one or more turbochargers. The

turbochargers may be mounted to the internal combustion engine. The turbochargers each utilize piping to separately receive air and exhaust and to separately provide air and exhaust. This piping consumes space surrounding the internal combustion engine, thereby increasing a physical footprint of the internal combustion engine. Additionally, it may be difficult to robustly support the turbochargers in a way that does not substantially increase the physical footprint of the internal combustion engine and that does not expose heat-sensitive components of the internal combustion engine to the relatively high temperatures that turbochargers routinely attain.

SUMMARY

[0004] In one embodiment, a multiple turbocharger mounting system includes a collecting plenum, a dividing plenum, and an air collector. The collecting plenum includes a collecting plenum outlet. The dividing plenum includes a dividing plenum inlet, a first dividing plenum outlet, and a second dividing plenum outlet. The dividing plenum inlet is configured to be fluidly coupled with the collecting plenum outlet. The first dividing plenum outlet is fluidly coupled with the dividing plenum inlet. The second dividing plenum outlet is fluidly coupled with the dividing plenum inlet. The air collector is configured to be fluidly coupled to the collecting plenum. The air collector includes a first air collector inlet, a second air collector inlet, and an air collector outlet. Each of the plurality of air collector fastening legs is configured to be coupled to the collecting plenum. The air collector outlet is fluidly coupled with the first air collector inlet and the second air collector inlet.

[0005] In another embodiment, an internal combustion engine is defined by an internal combustion engine footprint. The internal combustion engine includes a cylinder head-block assembly defined by a cylinder head-block assembly footprint, an engine structure, a multiple turbocharger mounting system, a first air collector connector, a second air collector connector, a first turbocharger, and a second turbocharger. The multiple turbocharger mounting system includes a dividing plenum and a collecting plenum. The dividing plenum is coupled to the engine structure. The collecting plenum is coupled to the dividing plenum. The air collector is coupled to the collecting plenum. The air collector includes a first air collector inlet and a second air collector inlet. The first air collector connector is coupled to the first air collector inlet. The second air collector connector is coupled to the second air collector inlet. The first turbocharger is coupled to the first air collector connector and separated from the cylinder head- block assembly. The second turbocharger is coupled to the second air collector connector and separated from the cylinder head-block assembly. A difference between the internal combustion engine footprint and the cylinder head-block assembly footprint is less than or equal to 10%.

[0006] In another embodiment, a system includes a cylinder head-block assembly, a multiple turbocharger mounting system, and a first turbocharger. The cylinder head-block assembly includes a first air conduit and an engine structure. The first air conduit is configured to receive air from a first air source. The multiple turbocharger mounting system includes a collecting plenum, a dividing plenum, and an air collector. The collecting plenum is fluidly coupled to the first air source and configured to receive the air from the first air conduit. The dividing plenum is coupled to the engine structure, fluidly coupled to the collecting plenum, and configured to receive the air from the collecting plenum. The air collector is fluidly coupled to the collecting plenum. The first turbocharger is fluidly coupled to the dividing plenum, configured to receive the air from the dividing plenum, fluidly coupled to the air collector, and configured to provide the air to the air collector.

[0007] In another embodiment, a system includes an internal combustion engine, a first air conduit, a collecting plenum, a dividing plenum, and an air collector. The internal combustion engine includes a first cylinder head and an engine structure. The first air conduit is disposed at least partially over the first cylinder head. The collecting plenum includes a first collecting plenum inlet and a collecting plenum outlet. The first collecting plenum inlet is coupled to the first air conduit. The collecting plenum outlet is fluidly coupled with the first collecting plenum inlet. The dividing plenum is coupled to the engine structure and the collecting plenum. The dividing plenum includes a dividing plenum inlet and a first dividing plenum outlet. The dividing plenum inlet is coupled to the collecting plenum outlet. The first dividing plenum outlet is fluidly coupled with the dividing plenum inlet. The air collector is coupled to the collecting plenum. The air collector is coupled to the collecting plenum and separated from the dividing plenum by the collecting plenum. Each of the collecting plenum, the dividing plenum, and the air collector is not disposed over the first cylinder head. Each of the collecting plenum, the dividing plenum, and the air collector is disposed such that the first cylinder head is removable from the internal combustion engine without decoupling the dividing plenum from the engine structure, the collecting plenum from the dividing plenum, or the air collector from the collecting plenum.

BRIEF DESCRIPTION OF THE DRAWINGS

[0008] The details of one or more implementations are set forth in the accompanying drawings and the description below. Other features, aspects, and advantages of the disclosure will become apparent from the description, the drawings, and the claims, in which:

[0009] Figure 1 is a perspective view of an internal combustion engine having a plurality of turbochargers and a multiple turbocharger mounting system according to an example

embodiment;

[0010] Figure 2 is a top view of a portion of the internal combustion engine shown in Figure i ;

[0011] Figure 3 is a rear view of a portion of the internal combustion engine shown in Figure i ;

[0012] Figure 4 is a perspective view of a collecting plenum for a multiple turbocharger mounting system according to an example embodiment; [0013] Figure 5 is a perspective view of a dividing plenum for a multiple turbocharger mounting system according to an example embodiment;

[0014] Figure 6 is a top view of the dividing plenum shown in Figure 5;

[0015] Figure 7 is a perspective view of an air collector for a multiple turbocharger mounting system accordingly to an example embodiment;

[0016] Figure 8 is a top view of the air collector shown in Figure 7;

[0017] Figure 9 is a perspective view of a collecting plenum for a multiple turbocharger mounting system according to another example embodiment;

[0018] Figure 10 is a perspective view of a dividing plenum for a multiple turbocharger mounting system according to another example embodiment;

[0019] Figure 11 is a perspective view of an internal combustion engine having a plurality of turbochargers and a multiple turbocharger mounting system according to another example embodiment; and

[0020] Figure 12 is a top view of a portion of the internal combustion engine shown in Figure 11.

[0021] It will be recognized that some or all of the figures are schematic representations for purposes of illustration. The figures are provided for the purpose of illustrating one or more implementations with the explicit understanding that they will not be used to limit the scope or the meaning of the claims.

DETAILED DESCRIPTION

[0022] Following below are more detailed descriptions of various concepts related to, and implementations of, methods, apparatuses, and systems for mounting multiple turbochargers on an internal combustion engine. The various concepts introduced above and discussed in greater detail below may be implemented in any of numerous ways, as the described concepts are not limited to any particular manner of implementation. Examples of specific implementations and applications are provided primarily for illustrative purposes. I. Overview

[0023] An internal combustion engine is defined by a physical footprint. The physical footprint is the amount of space (e.g., area, volume, etc.) consumed by the internal combustion engine. Some applications require a physical footprint of an internal combustion engine to be below a threshold (e.g., a maximum length, a maximum height, a maximum width, etc.).

Furthermore, the physical footprint of an internal combustion engine is related to a size and configuration of various components associated with the internal combustion engine. Thus, decreasing the physical footprint of an internal combustion engine may provide cost savings for the internal combustion engine.

[0024] An internal combustion engine may include a plurality of turbochargers. The internal combustion engine may utilize these turbochargers to provide additional output (e.g., power, torque, boost rate, etc.). This additional output may be required in some applications or may otherwise make the internal combustion engine more desirable.

[0025] Turbochargers have to be spaced from ignition coils and other heat-sensitive components of the internal combustion engine. Accordingly, there are limited options for mounting these turbochargers. For example, the internal combustion engine may include a number of turbochargers mounted in a straight line (e.g., in a line perpendicular to a crank axis of the internal combustion engine, etc.). However, these mounting schemes enlarge the physical footprint of an internal combustion engine because the turbochargers hang a substantial distance from the engine structure of the internal combustion engine. As a result, the internal combustion engine may be less desirable (e.g., due to the increase in cost associated with increasing the physical footprint, due to the inability to be utilized in certain applications where the physical footprint is greater than the threshold, etc.).

[0026] Implementations herein relate to an internal combustion engine which includes a plurality of turbochargers and a multiple turbocharger mounting system which is fastened to an engine structure of the internal combustion engine and directly supports each of the plurality of turbochargers on the engine structure. The multiple turbocharger mounting system includes a collecting plenum, a dividing plenum, and an air collector. The collecting plenum separately receives air and fuel, and then mixes the air and fuel into an air-fuel mixture which is provided to the dividing plenum. The dividing plenum provides the air-fuel mixture to compressors of each of the turbochargers which compress and subsequently provide the air-fuel mixture to the air collector. The air collector combines the air-fuel mixture received from each of the compressors and provides the combined air-fuel mixture to a charge air cooler of the internal combustion engine.

II. Example Multiple Turbocharger Mounting System

[0027] Figure 1 depicts an internal combustion engine 100 having (e.g., including, etc.) a cylinder head-block assembly 101, a plurality of turbochargers 102 mounted to the internal combustion engine 100 using (e.g., through, via, etc.) a multiple turbocharger mounting system 104. Figure 2 depicts a top view of a portion of the internal combustion engine 100 bordered by plane A-A in Figure 1. Figure 3 depicts a rear view of a portion of Detail A shown in Figure 2.

[0028] The cylinder head-block assembly 101 includes various components of an internal combustion engine including, in various embodiments, cylinder heads, injectors (e.g., fuel injectors, etc.), covers (e.g., valve covers, etc.), mounts (e.g., engine mounts, etc.), pulleys, pumps (e.g., water pumps, etc.), alternators, fans, wiring (e.g., electrical wiring, etc.), sensors, and other similar components. The cylinder head-block assembly 101 may include eight, ten, twelve, sixteen, twenty, or other numbers of cylinders and an equal number of pistons.

[0029] The cylinder head-block assembly 101 is defined by a cylinder head-block assembly footprint. The cylinder head-block assembly footprint is the dimensions of the smallest possible rectangular prism within which the cylinder head-block assembly 101 can be contained. For example, if the cylinder head-block assembly 101 has a maximum length of eighty inches, a maximum height of sixty inches, and a maximum width of forty inches, the cylinder head-block assembly footprint is eighty inches by sixty inches by forty inches.

[0030] The internal combustion engine 100 is defined by an internal combustion engine footprint. The internal combustion engine footprint is the dimensions of the smallest possible rectangular prism within which the internal combustion engine 100 can be contained. For example, if the internal combustion engine 100 has a maximum length of ninety inches, a maximum height of sixty inches, and a maximum width of fifty inches, the internal combustion engine footprint is ninety inches by sixty inches by fifty inches. As will be explained in more detail herein, the multiple turbocharger mounting system 104 mounts the plurality of

turbochargers 102 separated from the cylinder head-block assembly 101 without substantially increasing the cylinder head-block assembly footprint (e.g., the difference between the internal combustion engine footprint and the cylinder head-assembly footprint is less than 10%, the difference between the internal combustion engine footprint and the cylinder head-assembly footprint is less than 5%, etc.). In this way, the internal combustion engine 100 is capable of mounting the turbochargers 102 in such a way that minimizes space consumed by the internal combustion engine 100 while also separating the turbochargers 102 from heat-sensitive components of the internal combustion engine 100, such as components of the cylinder head- block assembly 101.

[0031] In various embodiments, the internal combustion engine 100 consumes diesel fuel and is a diesel internal combustion engine. In other embodiments, the internal combustion engine 100 consumes gasoline (e.g., petrol, etc.) and is a gasoline internal combustion engine. In still other applications, the internal combustion engine 100 consumes natural gas (e.g., liquid natural gas, compressed natural gas (CNG), etc.), biofuel (e.g., biomass, etc.) ethanol (e.g., E-85, etc.), and other similar fuels. In still other embodiments, the internal combustion engine 100 is a dual-fuel internal combustion engine and consumes two different fuels (e.g., diesel and gasoline, diesel and ethanol, gasoline and ethanol, natural gas and diesel, etc.).

[0032] The cylinder head-block assembly 101 includes a first air conduit 106 (e.g., air tube, air channel, air pipe, etc.). The first air conduit 106 includes a first air conduit connector 107 (e.g., elbow, fitting, etc.). The cylinder head-block assembly 101 also includes a second air conduit 108 (e.g., air tube, air channel, air pipe, etc.). The second air conduit 108 includes a second air conduit connector 109 (e.g., elbow, fitting, etc.).

[0033] The first air conduit 106 and the second air conduit 108 are each coupled to, and configured to receive air from, an air source 110 (e.g., air box, air intake, air supply, air circulation system, air vent, etc.). In an example embodiment, the first air conduit 106 and the second air conduit 108 extend from the air source 110 across the cylinder head-block assembly 101 (e.g., over valve covers of the cylinder head-block assembly 101, over fuel rails of the cylinder head-block assembly 101, etc.). In various embodiments, the first air conduit 106 and the second air conduit 108 are flexible conduits (e.g., rubber hose, plastic hose, etc.) that is configured to be deformed (e.g., stretched, etc.). For example, the first air conduit 106 may be stretched to receive a fitting of the air source 110 within the first air conduit 106.

[0034] The multiple turbocharger mounting system 104 includes a collecting plenum 112 (e.g., manifold, etc.). The first air conduit 106 and the second air conduit 108 are each coupled to, and configured to provide air to, the collecting plenum 112 (e.g., via the first air conduit connector 107, via the second air conduit connector 109, etc.). In this way, the collecting plenum 112 is configured to receive air from the air source 110. The collecting plenum 112 is shown in the internal combustion engine 100 in Figures 1-3 and shown in isolation in Figure 4.

[0035] The collecting plenum 112 includes a collecting plenum body 114. The collecting plenum body 114 is generally elbow (e.g., right angle, etc.) shaped. The collecting plenum body 114 defines a first collecting plenum inlet 116 (e.g., input, connection, connector, etc.), a second collecting plenum inlet 118 (e.g., input, connection, connector, etc.), and a collecting plenum outlet 120 (e.g., output, connection, connector, etc.).

[0036] The collecting plenum body 114 also defines a fuel inlet 121. The fuel inlet 121 is positioned between the first collecting plenum inlet 116 and the second collecting plenum inlet 118. The fuel inlet 121 is upstream of the collecting plenum outlet 120 and downstream of the first collecting plenum inlet 116 and the second collecting plenum inlet 118. The fuel inlet 121 receives fuel (e.g., natural gas, diesel fuel, gasoline, ethanol, propane, etc.) from a fuel system of the cylinder head-block assembly 101 and mixes the fuel with air received from the first air conduit 106 and the second air conduit 108 within the collecting plenum body 114. In this way, the collecting plenum 112 is configured to provide an air-fuel mixture. In some embodiments, the internal combustion engine 100 is selectively controlled such that fuel is not mixed with the air within the collecting plenum body 114. In these embodiments, the collecting plenum 112 may be configured to selectively provide an air-fuel mixture or only air and not including fuel. For example, the collecting plenum 112 may not provide fuel when the internal combustion engine 100 is starting up (e.g., to mitigate fuel accumulation within the internal combustion engine 100, etc.) and may provide an air-fuel mixture once the internal combustion engine 100 has reached steady-state operating conditions.

[0037] In various embodiments, the collecting plenum body 114 does not include the fuel inlet 121 and is not configured to receive fuel or mix fuel with air. Instead, in these

embodiments, fuel is directly injected or port injected such that the fuel does not mix with the air in the collecting plenum body 114. It is understood that the description of the collecting plenum body 114 herein is equally applicable in embodiments where the collecting plenum body 114 includes the fuel inlet 121, and therefore is configured to receive fuel, and embodiments where the collecting plenum body 114 does not include the fuel inlet 121, and therefore is configured to not receive fuel.

[0038] In various embodiments, the collecting plenum body 114 is symmetrical about a plane bisecting (e.g., dividing, cutting through, etc.) the collecting plenum body 114 such that the first collecting plenum inlet 116 is on a first side (e.g., left side, right side, etc.) of the plane and the second collecting plenum inlet 118 is on an opposite side (e.g., right side, left side, etc.) of the plane. In such embodiments, the first collecting plenum inlet 116 may be aligned with the second collecting plenum inlet 118 (e.g., the first collecting plenum inlet 116 is centered on a first axis that is coincident with a second axis upon which the second collecting plenum inlet 118 is centered, etc.).

[0039] In an example embodiment, the first collecting plenum inlet 116 is configured to be received within the first air conduit connector 107, and the second collecting plenum inlet 118 is configured to be received within the second air conduit connector 109. For example, the first air conduit connector 107 may be placed over the first collecting plenum inlet 116 and bands (e.g., V-band clamps, Marmon clamps, etc.) may be used to secure the first air conduit connector 107 to the first collecting plenum inlet 116 (e.g., such that a substantially air-tight seal exists between the first air conduit connector 107 and the first collecting plenum inlet 116, etc.) and the second air conduit connector 109 may be placed over the second collecting plenum inlet 118 and bands may be used to secure the second air conduit connector 109 to the second collecting plenum inlet 118 (e.g., such that a substantially air-tight seal exists between the second air conduit connector

109 and the second collecting plenum inlet 118, etc.). In other embodiments, the first collecting plenum inlet 116 receives the first air conduit connector 107 and a seal member (e.g., sleeve, tape, gasket, etc.) covers a junction between the first collecting plenum inlet 116 and the first air conduit connector 107 (e.g., such that a substantially air-tight seal exists between the first air conduit connector 107 and the first collecting plenum inlet 116, etc.) and the second collecting plenum inlet 118 receives the second air conduit connector 109 and a seal member covers a junction between the second collecting plenum inlet 118 and the second air conduit connector 109 (e.g., such that a substantially air-tight seal exists between the second air conduit connector 109 and the second collecting plenum inlet 118, etc.).

[0040] The collecting plenum 112 is configured to mix a first stream of air received from the first air conduit 106, a second stream of air received from the second air conduit 108, and the fuel received from the fuel inlet 121 into an air-fuel mixture. The air-fuel mixture provided from the collecting plenum 112 may have a higher pressure and/or temperature than the pressure and/or temperature of the first stream of air from the first air conduit 106 and/or the pressure and/or temperature of the second stream of air from the second air conduit 108. For example, the first stream of air may have a pressure of negative five pounds per square inch (PSI) (e.g., a suction or vacuum pressure of five PSI, etc.), the second stream of air may have a pressure of negative five PSI (e.g., a suction or vacuum pressure of five PSI, etc.), and the air-fuel mixture may have a pressure of negative seven PSI (e.g., a suction or vacuum pressure of seven PSI, etc.).

[0041] The multiple turbocharger mounting system 104 also includes a dividing plenum 122 (e.g., manifold, etc.). The collecting plenum 112 is configured to provide the air-fuel mixture to the dividing plenum 122 via the collecting plenum outlet 120. In this way, the dividing plenum 122 is configured to receive the first stream of air from the first air conduit 106, the second stream of air from the second air conduit 108, and the fuel from the fuel inlet 121. The dividing plenum 122 includes a dividing plenum body 123. The dividing plenum body 123 defines a dividing plenum inlet 124. The collecting plenum outlet 120 is configured to be coupled to the dividing plenum inlet 124 such that the air-fuel from the collecting plenum 112 may be provided into the dividing plenum 122 (e.g., such that a substantially air-tight seal exists between the collecting plenum outlet 120 and the dividing plenum inlet 124, etc.). [0042] A plurality of first fasteners 126 is utilized to couple the collecting plenum outlet 120 to the dividing plenum inlet 124. In some embodiments, the collecting plenum outlet 120 includes a plurality of apertures, the dividing plenum inlet 124 includes a plurality of threaded holes, and the plurality of first fasteners 126 each extend through an aperture (e.g., through hole, threaded hole, etc.) in the collecting plenum outlet 120 into a threaded hole in the dividing plenum inlet 124. In other embodiments, the collecting plenum outlet 120 includes a plurality of threaded holes, the dividing plenum inlet 124 includes a plurality of apertures, and the plurality of first fasteners 126 each extend through an aperture in the dividing plenum inlet 124 into a threaded hole in the collecting plenum outlet 120. A seal member may be located between the collecting plenum outlet 120 and the dividing plenum inlet 124.

[0043] The dividing plenum body 123 is coupled to an engine structure 128 (e.g., a gear housing, cylinder head, cylinder block, flywheel housing, etc.) of the cylinder head-block assembly 101. The dividing plenum body 123 includes a plurality of dividing plenum through hole legs 130 and a plurality of dividing plenum blind hole legs 132. Each of the plurality of dividing plenum through hole legs 130 and dividing plenum blind hole legs 132 interfaces with the engine structure 128 to support the dividing plenum 122 on the engine structure 128. In various embodiments, each of the plurality of dividing plenum through hole legs 130 and each of the plurality of dividing plenum blind hole legs 132 is disposed along a plane (e.g., a horizontal plane, etc.) such that the plurality of dividing plenum through hole legs 130 and dividing plenum blind hole legs 132 are configured to support the dividing plenum 122 on the engine structure 128 when the engine structure 128 is disposed along the plane.

[0044] Each of the plurality of dividing plenum through hole legs 130 is configured to receive one of a plurality of second fasteners 134 through an aperture (e.g., through hole, threaded hole, etc.). The engine structure 128 includes a plurality of threaded holes. The dividing plenum body 123 is configured such that the aperture of each of the plurality of dividing plenum through hole legs 130 is aligned with one of the plurality of threaded holes in the engine structure 128 such that the plurality of second fasteners 134 can be utilized to couple the dividing plenum 122 to the engine structure 128 using the plurality of dividing plenum through hole legs 130. [0045] Like the dividing plenum through hole legs 130, each of the dividing plenum blind hole legs 132 receives a fastener. Unlike the fastener that is received in the dividing plenum through hole leg 130, which extends through the dividing plenum through hole leg 130, the fastener that is received in the dividing plenum blind hole leg 132 is received from beneath (e.g., from an engine structure, etc.) such that the fastener is concealed within the dividing plenum blind hole leg 132. Additionally, the dividing plenum blind hole legs 132 distribute the load from the collecting plenum 112 on more than just the dividing plenum through hole legs 130, thereby increasing the useful life of the multiple turbocharger mounting system 104. In some embodiments, seal members and/or vibration isolators (e.g., pneumatic isolators, air isolators, mechanical springs, spring dampers, flexible materials, wire rope isolators, etc.) may be positioned between at least some of the dividing plenum through hole legs 130 and/or at least some of the dividing plenum blind hole legs 132.

[0046] The dividing plenum body 133 also defines a first dividing plenum auxiliary outlet 136, a second dividing plenum auxiliary outlet 138, a first dividing plenum outlet 140, and a second dividing plenum outlet 142. The first dividing plenum auxiliary outlet 136, the second dividing plenum auxiliary outlet 138, the first dividing plenum outlet 140, and the second dividing plenum outlet 142 are each configured to receive the air-fuel mixture from the dividing plenum inlet 124 and to separately provide the air-fuel mixture from the dividing plenum 122. In this way, the dividing plenum body 123 is configured to divide the air-fuel mixture received from the dividing plenum inlet 124 among the first dividing plenum auxiliary outlet 136, the second dividing plenum auxiliary outlet 138, the first dividing plenum outlet 140, and the second dividing plenum outlet 142.

[0047] The first dividing plenum auxiliary outlet 136 is centered on a first dividing plenum axis, the second dividing plenum auxiliary outlet 138 is centered on a second dividing plenum axis, the first dividing plenum outlet 140 is centered on a third dividing plenum axis, and the second dividing plenum outlet 142 is centered on a fourth dividing plenum axis. In an example embodiment, the dividing plenum 122 is configured such that the first dividing plenum axis is substantially (e.g., within 5°, within 1°, etc.) parallel with the second dividing plenum axis, the third dividing plenum axis is substantially parallel to the fourth dividing plenum axis, and the first dividing plenum axis is substantially orthogonal (e.g., perpendicular, normal, etc.) to the third dividing plenum axis. In some embodiments, the dividing plenum 122 is configured such that the first dividing plenum axis and the second dividing plenum axis are substantially vertical and the third dividing plenum axis and the fourth dividing plenum axis are substantially horizontal.

[0048] The first dividing plenum auxiliary outlet 136 is configured to provide the air-fuel mixture to a first plenum connector 144. The first plenum connector 144 may be placed over the first dividing plenum auxiliary outlet 136 and bands may be used to secure the first plenum connector 144 to the first dividing plenum auxiliary outlet 136 (e.g., such that a substantially air tight seal exists between the first plenum connector 144 and the first dividing plenum auxiliary outlet 136, etc.).

[0049] The plurality of turbochargers 102 includes a first turbocharger 146. The first turbocharger 146 includes a first compressor 148. The first compressor 148 includes a first compressor inlet 150 and a first compressor outlet 152. The first compressor inlet 150 is configured to receive the air-fuel mixture from the first dividing plenum auxiliary outlet 136 via the first plenum connector 144. The first plenum connector 144 may be placed over the first compressor inlet 150, and bands may be used to secure the first plenum connector 144 to the first compressor inlet 150 (e.g., such that a substantially air-tight seal exists between the first plenum connector 144 and the first compressor inlet 150, etc.). The first compressor 148 includes a compressor wheel which is driven (e.g., rotated, spun, etc.) by a shaft. The first compressor 148 utilizes the compressor wheel to pressurize the air-fuel mixture within the first compressor 148. In this way, the pressure of the air-fuel mixture that is provided by the first compressor outlet 152 is greater than the pressure of the air-fuel mixture that is received by the first compressor inlet 150.

[0050] The first compressor outlet 152 is configured to provide the air-fuel mixture from the first compressor 148 to a first flexible connector 154 (e.g., bellowed connector, jumper tube, hose connector, etc.). The first flexible connector 154 may be placed over the first compressor outlet 152 and bands may be used to secure the first flexible connector 154 to the first compressor outlet 152 (e.g., such that a substantially air-tight seal exists between the first flexible connector 154 and the first compressor outlet 152, etc.).

[0051] The multiple turbocharger mounting system 104 also includes an air collector 156 (e.g., manifold, etc.). The air collector 156 is configured to receive the air-fuel mixture from compressors, including the first compressor 148, of each of the plurality of turbochargers, including the first turbocharger 146. The air collector 156 includes an air collector body 158. The air collector body 158 defines a first air collector body inlet 160, a second air collector body inlet 162, a third air collector body inlet 164, a fourth air collector body inlet 166, and an air collector body outlet 168.

[0052] The multiple turbocharger mounting system 104 also includes a first air collector connector 170, a second air collector connector 172, a third air collector connector 174, and a fourth air collector connector 176. In various embodiments, the first air collector connector 170, the second air collector connector 172, the third air collector connector 174, and the fourth air collector connector 176 are constructed from metal and are rigid. The first air collector connector 170, the second air collector connector 172, the third air collector connector 174, and the fourth air collector connector 176 enable the air collector 156 to be utilized in various configurations of the multiple turbocharger mounting system 104. Specifically, each of the first air collector connector 170, the second air collector connector 172, the third air collector connector 174, and the fourth air collector connector 176 can be more readily reconfigured to facilitate variations between various internal combustion engines than can the air collector 156. For example, a manufacturer can offer a single shape, size and configuration of the air collector 156 that is able to be utilized with various internal combustion engines 100 via tailoring facilitated by the first air collector connector 170, the second air collector connector 172, the third air collector connector 174, and the fourth air collector connector 176 (e.g., by using different lengths of each of the first air collector connector 170, the second air collector connector 172, the third air collector connector 174, and the fourth air collector connector 176, etc.).

[0053] The first flexible connector 154 is configured to provide the air-fuel mixture to the first air collector connector 170. The first flexible connector 154 is coupled to the first air collector connector 170 such that a substantially air-tight seal exists between the first flexible connector 154 and the first air collector connector 170. In various embodiments, the first flexible connector 154 and the first air collector connector 170 each include flanges which are bolted together using fasteners similar to the plurality of first fasteners 126. A seal member may be located between the first flexible connector 154 and the first air collector connector 170 to facilitate establishment of the substantially air-tight seal between the first flexible connector 154 and the first air collector connector 170.

[0054] The second dividing plenum auxiliary outlet 138 is configured to provide the air-fuel mixture to a second plenum connector 178. The second plenum connector 178 may be placed over the second dividing plenum auxiliary outlet 138 and bands may be used to secure the second plenum connector 178 to the second dividing plenum auxiliary outlet 138 (e.g., such that a substantially air-tight seal exists between the second plenum connector 178 and the second dividing plenum auxiliary outlet 138, etc.).

[0055] The plurality of turbochargers 102 includes a second turbocharger 180. The second turbocharger 180 includes a second compressor 182. The second compressor 182 includes a second compressor inlet 184 and a second compressor outlet 186. The second compressor inlet 184 is configured to receive the air-fuel mixture from the second dividing plenum auxiliary outlet 138 via the second plenum connector 178. The second plenum connector 178 may be placed over the second compressor inlet 184 and bands may be used to secure the second plenum connector 178 to the second compressor inlet 184 (e.g., such that a substantially air-tight seal exists between the second plenum connector 178 and the second compressor inlet 184, etc.). The second compressor 182 includes a compressor wheel which is driven (e.g., rotated, spun, etc.) by a shaft. The second compressor 182 utilizes the compressor wheel to pressurize the air-fuel mixture within the second compressor 182. In this way, the pressure of the air-fuel mixture that is provided by the second compressor outlet 186 is greater than the pressure of the air-fuel mixture that is received by the second compressor inlet 184.

[0056] The second compressor outlet 186 is configured to provide the air-fuel mixture from the second compressor 182 to a second flexible connector 188 (e.g., bellowed connector, jumper tube, hose connector, etc.). The second flexible connector 188 may be placed over the second compressor outlet 186 and bands may be used to secure the second flexible connector 188 to the second compressor outlet 186 (e.g., such that a substantially air-tight seal exists between the second flexible connector 188 and the second compressor outlet 186, etc.).

[0057] The second flexible connector 188 is configured to provide the air-fuel mixture to the second air collector connector 172. The second flexible connector 188 is coupled to the second air collector connector 172 such that a substantially air-tight seal exists between the second flexible connector 188 and the second air collector connector 172. In various embodiments, the second flexible connector 188 and the second air collector connector 172 each include flanges which are bolted together using fasteners similar to the plurality of first fasteners 126. A seal member may be located between the second flexible connector 188 and the second air collector connector 172 to facilitate establishment of the substantially air-tight seal between the second flexible connector 188 and the second air collector connector 172.

[0058] The first dividing plenum outlet 140 is configured to provide the air-fuel mixture to a third plenum connector 190. The third plenum connector 190 may be placed over the first dividing plenum outlet 140 and bands may be used to secure the third plenum connector 190 to the first dividing plenum outlet 140 (e.g., such that a substantially air-tight seal exists between the third plenum connector 190 and the first dividing plenum outlet 140, etc.).

[0059] The plurality of turbochargers 102 includes a third turbocharger 192. The third turbocharger 192 includes a third compressor 194. The third compressor 194 includes a third compressor inlet 196 and a third compressor outlet 198. The third compressor inlet 196 is configured to receive the air-fuel mixture from the first dividing plenum outlet 140 via the third plenum connector 190. The third plenum connector 190 may be placed over the third compressor inlet 196 and bands may be used to secure the third plenum connector 190 to the third compressor inlet 196 (e.g., such that a substantially air-tight seal exists between the third plenum connector 190 and the third compressor inlet 196, etc.). The third compressor 194 includes a compressor wheel which is driven (e.g., rotated, spun, etc.) by a shaft. The third compressor 194 utilizes the compressor wheel to pressurize the air-fuel mixture within the third compressor 194. In this way, the pressure of the air-fuel mixture that is provided by the third compressor outlet 198 is greater than the pressure of the air-fuel mixture that is received by the third compressor inlet 196.

[0060] The third compressor outlet 198 is configured to provide the air-fuel mixture from the third compressor 194 to a third flexible connector 200 (e.g., bellowed connector, jumper tube, hose connector, etc.). The third flexible connector 200 may be placed over the third compressor outlet 198 and bands may be used to secure the third flexible connector 200 to the third compressor outlet 198 (e.g., such that a substantially air-tight seal exists between the third flexible connector 200 and the third compressor outlet 198, etc.).

[0061] The third flexible connector 200 is configured to provide the air-fuel mixture to the third air collector connector 174. The third flexible connector 200 is coupled to the third air collector connector 174 such that a substantially air-tight seal exists between the third flexible connector 200 and the third air collector connector 174. In various embodiments, the third flexible connector 200 and the third air collector connector 174 each include flanges which are bolted together using fasteners similar to the plurality of first fasteners 126. A seal member may be located between the third flexible connector 200 and the third air collector connector 174 to facilitate establishment of the substantially air-tight seal between the third flexible connector 200 and the third air collector connector 174.

[0062] The second dividing plenum outlet 142 is configured to provide the air-fuel mixture to a fourth plenum connector 202. The fourth plenum connector 202 may be placed over the second dividing plenum outlet 142 and bands may be used to secure the fourth plenum connector 202 to the second dividing plenum outlet 142 (e.g., such that a substantially air-tight seal exists between the fourth plenum connector 202 and the second dividing plenum outlet 142, etc.).

[0063] The plurality of turbochargers 102 includes a fourth turbocharger 204. The fourth turbocharger 204 includes a fourth compressor 206. The fourth compressor 206 includes a fourth compressor inlet 208 and a fourth compressor outlet 210. The fourth compressor inlet 208 is configured to receive the air-fuel mixture from the second dividing plenum outlet 142 via the fourth plenum connector 202. The fourth plenum connector 202 may be placed over the fourth compressor inlet 208 and bands may be used to secure the fourth plenum connector 202 to the fourth compressor inlet 208 (e.g., such that a substantially air-tight seal exists between the fourth plenum connector 202 and the fourth compressor inlet 208, etc.). The fourth compressor 206 includes a compressor wheel which is driven (e.g., rotated, spun, etc.) by a shaft. The fourth compressor 206 utilizes the compressor wheel to pressurize the air-fuel mixture within the fourth compressor 206. In this way, the pressure of the air-fuel mixture that is provided by the fourth compressor outlet 210 is greater than the pressure of the air-fuel mixture that is received by the fourth compressor inlet 208.

[0064] The fourth compressor outlet 210 is configured to provide the air-fuel mixture from the fourth compressor 206 to a fourth flexible connector 212 (e.g., bellowed connector, jumper tube, hose connector, etc.). The fourth flexible connector 212 may be placed over the fourth compressor outlet 210 and bands may be used to secure the fourth flexible connector 212 to the fourth compressor outlet 210 (e.g., such that a substantially air-tight seal exists between the fourth flexible connector 212 and the fourth compressor outlet 210, etc.).

[0065] The fourth flexible connector 212 is configured to provide the air-fuel mixture to the fourth air collector connector 176. The fourth flexible connector 212 is coupled to the fourth air collector connector 176 such that a substantially air-tight seal exists between the fourth flexible connector 212 and the fourth air collector connector 176. In various embodiments, the fourth flexible connector 212 and the fourth air collector connector 176 each include flanges which are bolted together using fasteners similar to the plurality of first fasteners 126. A seal member may be located between the fourth flexible connector 212 and the fourth air collector connector 176 to facilitate establishment of the substantially air-tight seal between the fourth flexible connector 212 and the fourth air collector connector 176.

[0066] The multiple turbocharger mounting system 104 also includes a charge air cooler 213 having a charge air cooler inlet 214. The multiple turbocharger mounting system 104 also includes a fifth flexible connector 216 (e.g., bellowed connector, jumper tube, hose connector, etc.) that is configured to provide the air-fuel mixture to the charge air cooler inlet 214 from the air collector body outlet 168. The fifth flexible connector 216 is coupled to the air collector body outlet 168 such that a substantially air-tight seal exists between the fifth flexible connector 216 and the air collector body outlet 168. In various embodiments, the fifth flexible connector 216 and the air collector body outlet 168 each include flanges which are bolted together using fasteners similar to the plurality of first fasteners 126. A seal member may be located between the fifth flexible connector 216 and the air collector body outlet 168 to facilitate establishment of the substantially air-tight seal between the fifth flexible connector 216 and the air collector body outlet 168. The fifth flexible connector 216 is coupled to the charge air cooler inlet 214 such that a substantially air-tight seal exists between the fifth flexible connector 216 and the charge air cooler inlet 214. In various embodiments, the fifth flexible connector 216 and the charge air cooler inlet 214 each include flanges which are bolted together using fasteners similar to the plurality of first fasteners 126. A seal member may be located between the fifth flexible connector 216 and the charge air cooler inlet 214 to facilitate establishment of the substantially air-tight seal between the fifth flexible connector 216 and the charge air cooler inlet 214. The charge air cooler inlet 214 is configured to cool the air-fuel mixture received from the air collector 156 and to provide the air-fuel mixture into the internal combustion engine 100 for use in the combustion of fuel.

[0067] A plurality of third fasteners 218 is utilized to couple the air collector body 158 to the collecting plenum body 114. In this way, the collecting plenum body 114 separates the air collector body 158 from the dividing plenum body 123. The air collector body 158 includes a plurality of air collector fastening legs 220. Each of the plurality of air collector fastening legs 220 interfaces with the collecting plenum body 114 to support the air collector 156 on the collecting plenum 112. In various embodiments, each of the plurality of air collector fastening legs 220 is disposed along a plane (e.g., a horizontal plane, etc.) such that the plurality of air collector fastening legs 220 is configured to support the air collector 156 on the engine structure 128 when the engine structure 128 is disposed along a parallel plane.

[0068] Each of the plurality of air collector fastening legs 220 is configured to receive one of the plurality of third fasteners 218 through an aperture (e.g., through hole, threaded hole, etc.). The collecting plenum body 114 includes a plurality of threaded holes. The air collector body 158 is configured such that the aperture of each of the plurality of air collector fastening legs 220 is aligned with one of the plurality of threaded holes in collecting plenum body 114 such that the plurality of third fasteners 218 can be utilized to couple the air collector 156 to the collecting plenum 112 using the plurality of air collector fastening legs 220.

[0069] The coupling of the collecting plenum 112 to both the dividing plenum 122 and the air collector 156 using fasteners and the coupling of the dividing plenum 122 to the engine structure 128 using fasteners provides relatively robust support for each of the first turbocharger 146, the second turbocharger 180, the third turbocharger 192, and the fourth turbocharger 204. Other internal combustion engines may mount turbochargers to enclosures or surrounding structures (e.g., valve covers, etc.). However, the coupling of the first turbocharger 146, the second turbocharger 180, the third turbocharger 192, and the fourth turbocharger 204 to the engine structure 128, via the collecting plenum 112 to both the dividing plenum 122 and the air collector 156, ensures support that is independent of any enclosure or surrounding structure, thereby making the internal combustion engine 100 more desirable.

[0070] The cylinder head-block assembly 101 also includes a first exhaust conduit 222 and a second exhaust conduit 224. The first exhaust conduit 222 is coupled to the engine structure 128 along a lateral edge of the engine structure 128 (e.g., along a top side of the V-shape of the cylinder head-block assembly 101, etc.). Similarly, the second exhaust conduit 224 is coupled to the engine structure 128 along an opposite lateral edge of the engine structure 128 (e.g., along a top side of the V-shape of the cylinder head-block assembly 101 opposite the first exhaust conduit 222, etc.). The first exhaust conduit 222 and the second exhaust conduit 224 extend along edges of the V-shape of the cylinder head-block assembly 101, not within a cavity formed by the V-shape of the cylinder head-block assembly 101. The first exhaust conduit 222 and the second exhaust conduit 224 each receive exhaust from the cylinder head-block assembly 101. The exhaust is hot and pressurized.

[0071] The first turbocharger 146 includes a first turbine 226. The first turbine 226 includes a first turbine inlet 228 and a first turbine outlet 230. The first turbine inlet 228 is configured to receive exhaust from the first exhaust conduit 222 and provide the exhaust into the first turbine 226. The first turbine 226 includes a turbine wheel which drives (e.g., rotates, spins, etc.) a shaft connected to the compressor wheel of the first compressor 148. In this way, the exhaust gas is utilized by the first turbine 226 to pressurize the air-fuel mixture in the first compressor 148 such that the pressure of the air-fuel mixture provided to the cylinder head-block assembly 101 by the charge air cooler inlet 214 is increased, thereby increasing the output (e.g., power, torque, boost rate, etc.) of the internal combustion engine 100. The first turbine 226 provides exhaust from the first turbine outlet 230. The first turbine outlet 230 is connected to a downstream exhaust conduit which may further provide the exhaust to, for example, an aftertreatment system and/or a waste heat regeneration system.

[0072] The second turbocharger 180 includes a second turbine 232. The second turbine 232 includes a second turbine inlet 234 and a second turbine outlet 236. The second turbine inlet 234 is configured to receive exhaust from the second exhaust conduit 224 and provide the exhaust into the second turbine 232. The second turbine 232 includes a turbine wheel which drives (e.g., rotates, spins, etc.) a shaft connected to the compressor wheel of the second compressor 182. In this way, the exhaust gas is utilized by the second turbine 232 to pressurize the air-fuel mixture in the second compressor 182 such that the pressure of the air-fuel mixture provided to the cylinder head-block assembly 101 by the charge air cooler inlet 214 is increased, thereby increasing the output (e.g., power, torque, boost rate, etc.) of the internal combustion engine 100. The second turbine 232 provides exhaust from the second turbine outlet 236. The second turbine outlet 236 is connected to a downstream exhaust conduit which may further provide the exhaust to, for example, an aftertreatment system and/or a waste heat regeneration system.

[0073] The third turbocharger 192 includes a third turbine 238. The third turbine 238 includes a third turbine inlet 240 and a third turbine outlet 242. The third turbine inlet 240 is configured to receive exhaust from the first exhaust conduit 222 and provide the exhaust into the third turbine 238. The third turbine 238 includes a turbine wheel which drives (e.g., rotates, spins, etc.) a shaft connected to the compressor wheel of the third compressor 194. In this way, the exhaust gas is utilized by the third turbine 238 to pressurize the air-fuel mixture in the third compressor 194 such that the pressure of the air-fuel mixture provided to the cylinder head-block assembly 101 by the charge air cooler inlet 214 is increased, thereby increasing the output (e.g., power, torque, boost rate, etc.) of the internal combustion engine 100. The third turbine 238 provides exhaust from the third turbine outlet 242. The third turbine outlet 242 is connected to a downstream exhaust conduit which may further provide the exhaust to, for example, an aftertreatment system and/or a waste heat regeneration system.

[0074] The fourth turbocharger 204 includes a fourth turbine 244. The fourth turbine 244 includes a fourth turbine inlet 246 and a fourth turbine outlet 248. The fourth turbine inlet 246 is configured to receive exhaust from the second exhaust conduit 224 and provide the exhaust into the fourth turbine 244. The fourth turbine 244 includes a turbine wheel which drives (e.g., rotates, spins, etc.) a shaft connected to the compressor wheel of the fourth compressor 206. In this way, the exhaust gas is utilized by the fourth turbine 244 to pressurize the air-fuel mixture in the fourth compressor 206 such that the pressure of the air-fuel mixture provided to the cylinder head-block assembly 101 by the charge air cooler inlet 214 is increased, thereby increasing the output (e.g., power, torque, boost rate, etc.) of the internal combustion engine 100. The fourth turbine 244 provides exhaust from the fourth turbine outlet 248. The fourth turbine outlet 248 is connected to a downstream exhaust conduit which may further provide the exhaust to, for example, an aftertreatment system and/or a waste heat regeneration system.

[0075] In various embodiments, the multiple turbocharger mounting system 104 is configured to balance the flow of air to the first compressor 148, the second compressor 182, the third compressor 194, and the fourth compressor 206. For example, the flow of air into the first compressor 148 has a flow rate (e.g., mass flow rate, velocity flow rate, etc.) and/or velocity substantially equal (e.g., within 5%, etc.) to the flow rate and/or velocity of the air into the fourth compressor 206. Similarly, in many embodiments, the multiple turbocharger mounting system 104 is configured to balance the flow of exhaust into the first turbine 226, the second turbine 232, the third turbine 238, and the fourth turbine 244. For example, the flow of exhaust into the first turbine 226 has a flow rate and/or velocity substantially equal to the flow rate and/or velocity of the exhaust into the third turbine 238. This flow balancing of the air and exhaust is facilitated by the shape and configuration of the various components of the multiple turbocharger mounting system 104, such as the collecting plenum 112, the dividing plenum 122, and the air collector 156.

[0076] The multiple turbocharger mounting system 104 is configured such that the first compressor inlet 150, the second compressor inlet 184, the third compressor inlet 196, and the fourth compressor inlet 208 are all in confronting relation with (e.g., are all facing, etc.) the collecting plenum 112 and such that the first turbine outlet 230, the second turbine outlet 236, the third turbine outlet 242, and the fourth turbine outlet 248 are all opposite (e.g., are all facing away from, etc.) the collecting plenum 112. This arrangement creates negative space which can be consumed with insulation (e.g., heat shielding, etc.) and can provide additional clearance between high temperatures and heat-sensitive components, such as ignition coils, of the cylinder head-block assembly 101.

[0077] In various applications, the collecting plenum 112 may provide air directly to the first turbocharger 146 (e.g., such that the air does not pass from the collecting plenum 112 into the dividing plenum 122 before being passed to the first turbocharger 146) and directly to the second turbocharger 180 (e.g., such that the air does not pass from the collecting plenum 112 into the dividing plenum 122 before being passed to the second turbocharger 180). Such embodiments may provide increased flow to the first turbocharger 146 and the second turbocharger 180 and may decrease complexity and cost (e.g., due to manufacturing considerations, etc.) of the dividing plenum 122. Figure 9 illustrates the collecting plenum 112 and Figure 10 illustrates the dividing plenum 122 according to some embodiments used in such applications. Figures 11 and 12 illustrate the internal combustion engine 100 according to these embodiments. Figure 12 depicts a top view of a portion of the internal combustion engine 100 bordered by plane B-B in Figure 11.

[0078] As shown in Figure 9, the collecting plenum 112 includes a first collecting plenum auxiliary outlet 900 (e.g., output, connection, connector, etc.) and a second collecting plenum auxiliary outlet 902 (e.g., output, connection, connector, etc.) in addition to the collecting plenum outlet 120, the first collecting plenum inlet 116, and the second collecting plenum inlet 118. Rather than being coupled to the dividing plenum 122, the first plenum collector 144 is coupled to the first collecting plenum auxiliary outlet 900. The first plenum collector 144 is also coupled to the first compressor inlet 150 and is configured to provide air from the first collecting plenum auxiliary outlet 900 to the first compressor inlet 150. Similarly, the second plenum connector 178 is coupled to the second collecting plenum auxiliary outlet 902 rather than the dividing plenum 122. The second plenum connector 178 is also coupled to the second compressor inlet 184 and is configured to provide air from the second collecting plenum auxiliary outlet 902 to the second compressor inlet 184. In various applications, the collecting plenum body 114 shown in Figure 9 also defines a fuel inlet 121 as shown in Figure 3.

[0079] As shown in Figure 10, the dividing plenum 122 does not include the first dividing plenum auxiliary outlet 136 or the second dividing plenum auxiliary outlet 138. As a result, the dividing plenum 122 does not provide air to the first compressor inlet 150 or the second compressor inlet 184. However, the dividing plenum 122 still includes the first dividing plenum outlet 140 and the second dividing plenum outlet 142.

[0080] The multiple turbocharger mounting system 104 also facilitates servicing, removal, and installation of various components of the cylinder head-block assembly 101 while the dividing plenum body 123 is coupled to an engine structure 128. In other words, the dividing plenum body 123 does not have to be detached from the engine structure 128 in order to service, remove, or install various components of the cylinder head-block assembly 101.

[0081] As shown in Figure 12, various components of the multiple turbocharger mounting system 104 are located such that a first cylinder head 1200 of the cylinder head-block assembly 101 may be accessed after removal of only the first air conduit 106 from the first air conduit connector 107 or removal of the first air conduit connector 107 from the first collecting plenum inlet 116 and such that a second cylinder head 1202 of the cylinder head-block assembly 101 may be accessed after removal of only the second air conduit 108 from the second air conduit connector 109 or removal of the second air conduit connector 109 from the second collecting plenum inlet 118.

[0082] In various embodiments, each of the collecting plenum 112, the dividing plenum 122, the air collector 156, the first air collector connector 170, the second air collector connector 172, the third air collector connector 174, the fourth air collector connector 176, the first turbocharger 146, the second turbocharger 180, the third turbocharger 192, and the fourth turbocharger 204 is not disposed over the first cylinder head 1200 or the second cylinder head 1202 (e.g., a footprint of the collecting plenum 112 is not coextensive with a footprint of the first cylinder head 1200, a footprint of the dividing plenum 122 is not coextensive with a footprint of the second cylinder head 1202, etc.). Instead, the first cylinder head 1200 and the second cylinder head 1202 are each disposed underneath at least one of the first air conduit 106 or the first air conduit connector 107 and at least one of the second air conduit 108 or the second air conduit connector 109. As a result, the first cylinder head 1200 or the second cylinder head 1202 may be removed vertically (e.g., in a straight line, etc.) without removing more than: (i) the first air conduit 106 and/or the first air conduit connector 107 and (ii) the second air conduit 108 and/or the second air conduit connector 109.

[0083] In some embodiments, the first cylinder head 1200 and the second cylinder head 1202 are not disposed underneath any of the first air conduit 106, the first air conduit connector 107, the second air conduit 108, and the second air conduit connector 109. In these embodiments, the first cylinder head 1200 and/or the second cylinder head 1202 may be removed without removal of any components of the multiple turbocharger mounting system 104.

[0084] The internal combustion engine 100 is shown and described herein as including four turbochargers 102. However, it is understood that the internal combustion engine 100 may include additional or fewer turbochargers 102. In some embodiments, the internal combustion engine 100 includes three turbochargers 102, five turbochargers 102, or other numbers of turbochargers 102. In these embodiments, the dividing plenum 122 may be reconfigured to include additional outlets or fewer outlets. For example, the dividing plenum body 123 may be shaped so as not to include the first dividing plenum auxiliary outlet 136, the second dividing plenum auxiliary outlet 138, the first dividing plenum outlet 140, and/or the second dividing plenum outlet 142. In an example where the dividing plenum 122 is utilized for three turbochargers 102, the dividing plenum body 123 may be shaped so as to not include, for example, the second dividing plenum outlet 142. In other embodiments, the dividing plenum 122 may include plugs or caps to seal any of the first dividing plenum auxiliary outlet 136, the second dividing plenum auxiliary outlet 138, the first dividing plenum outlet 140, or the second dividing plenum outlet 142 rather than the dividing plenum body 123 being differently shaped.

[0085] While the cylinder head-block assembly 101 is shown as including the first air conduit 106 and the second air conduit 108, it is understood that the multiple turbocharger mounting system 104 may be reconfigured such to be utilized with an internal combustion engine including only the first air conduit 106 or the second air conduit 108, or an internal combustion engine having a third air conduit in addition to the first air conduit 106 and the second air conduit 108. For example, the collecting plenum body 114 may be shaped so as not to include the first collecting plenum inlet 116 or the second collecting plenum inlet 118. In an example where the collecting plenum 112 is utilized where the cylinder head-block assembly 101 only includes the first air conduit 106, the collecting plenum body 114 may be shaped so as to not include, for example, the second collecting plenum inlet 118. In other embodiments, the collecting plenum 112 may include plugs or caps to seal the first collecting plenum inlet 116 or the second collecting plenum inlet 118 rather than the dividing plenum body 123 being differently shaped.

[0086] In various embodiments, the various components of the multiple turbocharger mounting system 104 (e.g., the collecting plenum 112, the dividing plenum 122, the air collector 156, etc.) are constructed from metal such as aluminum, steel, iron, stainless steel, iron alloy, aluminum alloy, titanium, and other similar metals. For example, the various components of the multiple turbocharger mounting system 104 may be formed via a metal casting process (e.g., investment casting, lost foam casting, sand casting, etc.) or a machining process (e.g., computer numerical control (CNC) machining, etc.).

III. Construction of Example Embodiments

[0087] While this specification contains many specific implementation details, these should not be construed as limitations on the scope of what may be claimed but rather as descriptions of features specific to particular implementations. Certain features described in this specification in the context of separate implementations can also be implemented in combination in a single implementation. Conversely, various features described in the context of a single

implementation can also be implemented in multiple implementations separately or in any suitable subcombination. Moreover, although features may be described as acting in certain combinations and even initially claimed as such, one or more features from a claimed combination can, in some cases, be excised from the combination, and the claimed combination may be directed to a subcombination or variation of a subcombination. [0088] As utilized herein, the terms“substantially” and similar terms are intended to have a broad meaning in harmony with the common and accepted usage by those of ordinary skill in the art to which the subject matter of this disclosure pertains. It should be understood by those of skill in the art who review this disclosure that these terms are intended to allow a description of certain features described and claimed without restricting the scope of these features to the precise numerical ranges provided. Accordingly, these terms should be interpreted as indicating that insubstantial or inconsequential modifications or alterations of the subject matter described and claimed are considered to be within the scope of the invention as recited in the appended claims.

[0089] The terms“coupled,”“attached,”“fastened,” and the like, as used herein, mean the joining of two components directly or indirectly to one another. Such joining may be stationary (e.g., permanent) or moveable (e.g., removable or releasable). Such joining may be achieved with the two components or the two components and any additional intermediate components being integrally formed as a single unitary body with one another, with the two components, or with the two components and any additional intermediate components being attached to one another.

[0090] The term“in fluid communication with” and the like, as used herein, mean the two components or objects have a pathway formed between the two components or objects in which a fluid, such as air, fuel, etc., may flow, either with or without intervening components or objects. Examples of fluid couplings or configurations for enabling fluid communication may include piping, channels, or any other suitable components for enabling the flow of a fluid from one component or object to another.

[0091] It is important to note that the construction and arrangement of the system shown in the various example implementations is illustrative only and not restrictive in character. All changes and modifications that come within the spirit and/or scope of the described

implementations are desired to be protected. It should be understood that some features may not be necessary, and implementations lacking the various features may be contemplated as within the scope of the application, the scope being defined by the claims that follow. When the language“a portion” is used, the item can include a portion and/or the entire item unless specifically stated to the contrary. [0092] Also, the term“or” is used in its inclusive sense (and not in its exclusive sense) so that when used, for example, to connect a list of elements, the term“or” means one, some, or all of the elements in the list. Conjunctive language such as the phrase“at least one of X, Y, and Z,” unless specifically stated otherwise, is otherwise understood with the context as used in general to convey that an item, term, etc. may be either X, Y, Z, X and Y, X and Z, Y and Z, or X, Y, and Z (i.e., any combination of X, Y, and Z). Thus, such conjunctive language is not generally intended to imply that certain embodiments require at least one of X, at least one of Y, and at least one of Z to each be present, unless otherwise indicated.