CN1140481A - 排气净化装置 - Google Patents

排气净化装置 Download PDF

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CN1140481A
CN1140481A CN95191493A CN95191493A CN1140481A CN 1140481 A CN1140481 A CN 1140481A CN 95191493 A CN95191493 A CN 95191493A CN 95191493 A CN95191493 A CN 95191493A CN 1140481 A CN1140481 A CN 1140481A
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expansion tube
exhaust gas
catalyzer
expansion pipe
gas
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CN1069734C (zh
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石桥羊一
浅井正裕
齐藤贤二郎
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Honda Motor Co Ltd
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Abstract

一种排气净化装置，包括设置在内燃机排气系统的膨胀管和薄层催化剂。两个排出气体排出口在膨胀管的纵向上游侧端部周壁上形成，透气的薄层催化剂横向方向的中心部分以面对排出气体排出口的方式围绕膨胀管分开设置。薄层催化剂两侧部向膨胀管弯曲并整体地焊接在其外周面上。薄层催化剂的外周由薄密封板如密封元件密封，其中一个开口在膨胀管的排出气体排出口相对侧的密封板上形成。一上端插入薄密封板的连通管穿过大体邻接并平行于膨胀管而设置的消声器壳体的通孔。连通管的下端呈U形截面并开口于消声器壳体的下游侧。依据这种结构，排出气体在不会受膨胀管冷却或受催化剂反应热的影响下，可以直接与薄层催化剂接触。因此净化效率和净化比得到改善，净化设备的尺寸得以减少。

Description

排气净化装置
本发明涉及一种排气净化装置，该装置是在内燃机的排出系统中设置一膨胀管和一薄壁状催化剂元件，由此在保持内燃机输出功率高水平的同时提高净化效率。
一种如图11所示的排气净化器已经在日本专利公开特许公报平3-22913中公开，在该净化器中，带有一组互相以一间隔设置的通风孔03的冲压管02，沿着与内燃机排出口相接的膨胀室01的内周表面而设置。
图11中的排气净化器直接对着上游侧的尾管04安装在下游端的膨胀室01中，因此是以所谓的同轴方式设置。排出气体可通过的催化剂05设置在尾管04的上游端。从内燃机排出口排出的部分排出气体流入膨胀室01时，与由设置在上游侧的冲压管03表面保持的催化剂接触，这样进行气体净化；而排到膨胀室01中的排出气体与设置在下游侧的排出气体可通过的催化剂05相接触时，这样进行气体净化。
但是，图11中的净化器具有下述缺陷。在该净化器中，从膨胀室01的中心到接近其内周面上，排出气体因受膨胀室01内周表面的阻力流速大减。结果，流经膨胀室01中心的大部分排出气体以高速流动，趋向于不与邻接膨胀室01内周表面的冲压管03所保持的催化剂接触，而从尾管04排到外部，这样，不能得到由保持在冲压管03的催化剂充分进行净化的效果。
在该净化器中，排出气体可通过的催化剂05以从下游侧向上游侧突伸的方式设置在膨胀室01的下游侧中央。结果，即使膨胀室01的尺寸和形状设置成能借助于在内燃机正常运转范围内的排出气体的惯性效果以及利用排出气体的反射波产生的防吹气效果来提高净化效率的形式，但是，由于这些效果都不能通过现存的上述排出气体可通过的催化剂05来实现，所以，难以提高净化效率。
另一种如图12所示的排气净化器已在日本专利公开特许公报平3127017中公开。该装置对图11中的净化器作了改进，在该净化器中，做成类似于现有技术膨胀室形状的膨胀管010的上游端011与安装在摩托车(未示)上的二冲程内燃机的排出口相连。膨胀管010的下游端012(在图的右侧)是封闭的。排气管013从膨胀管010的上游端011附近位置分成支管，薄壁状催化剂元件014设置在接近下游端位置的排气管013的内周表面上。在催化剂元件014中，催化剂保持在如图11所示的净化器的冲压管03的表面上。排气管013的下游端接在消声器015上。
在图12所示的净化器中，由于在膨胀室01的内表面不存在任何元件分布的反射压力波，所以改善了净化效率。然而，象图11中的保持在冲压管03上的催化剂一样，排出气体不能充分地与催化剂元件014接触，这样，难以得到高的净化效率。
根据本发明，提供一种排气净化装置，包括：
一膨胀管，它的上游端连接到排气管的下游端，所述排气管连接到内燃机排出口上，并且所述膨胀管的下游端是封闭的；
其中，排出气体的排出口在所述膨胀管的上游侧形成，并且排出气体可通过的薄壁状催化剂元件以面对所述排出气体排出口的方式围绕所述的膨胀管的外周面设置。
利用这种结构，膨胀管中流动的排出气体不会由膨胀管的管壁冷却，并且沿径向通过设置在膨胀管上游端的排出气体排出口。然后该排出气体与正对前述排出口而设置的排出气体可通过的薄壁状催化剂元件接触。结果，得到高的净化效率。
在上述膨胀管中，不设催化剂。可以避免由于气-油比的变化引起催化剂的反应热影响排出气体的温度变化。这样，可以在较宽的运转范围内，实现高水平的稳定反射波，并由此得到高的净化效率。进而，得到期望的高输出功率。
在这种结构中，膨胀管中的排出气体由于催化剂反应热而引起的温度升高得以避免，保持相对低的温度。膨胀管的尺寸得以减少，减少了净化装置的大小及重量，由此降低了成本。
薄壁状催化剂元件包括带有一组孔的金属板以及保持在金属板表面上的催化剂。利用该结构，大量昂贵的催化剂可以减少，并且排出气体通过薄壁状催化剂元件的阻力降低。结果，在大量生产中可以得到价格低廉的、性能良好的排气净化装置，该净化装置能改善内燃机的输出功率。
正对着排出气体排出口而设置的薄壁状催化剂元件的外周面，由一密封元件密封，带有催化剂的消声器上游端与由密封元件密封的空间连通，催化剂延伸在一流道的整个横截面上。利用该结构，如果排出气体不能由膨胀管上游侧的薄壁状催化剂元件充分净化，则与设置在膨胀管下游侧的消声器中的催化剂接触。据此，确保排出气体的净化，并由此进一步提高净化效率。
膨胀管最好作成细长形状；含有催化剂的细长消声器沿膨胀管下游端线状延伸地设置；用来密封正对排出气体排出口而设置的薄壁状催化剂元件外周的密封元件，从膨胀管的上游侧到下游侧延伸，并到达消声器的上游端；由密封元件密封的的密封空间与膨胀管和消声器连通。用该结构，包括本发明排气净化装置的内燃机能以良好的外观安装在摩托车上。
二次空气可以从排出气体排出口供到下游侧部分和从消声器中的催化剂供到上游侧部分。利用这种机构，二次空气可以供到含有催化剂的消声器中，而不会对膨胀管中压力波产生任何有害影响。结果，排出气体可以更加纯净。
图1是本发明排气净化装置一个实施例的侧视图；
图2是沿图1中II-II线的垂直剖面图；
图3是图1主要部分的垂直剖面图；
图4是本发明另一实施例的侧视图；
图5是图4主要部分的放大垂直剖面图；
图6是沿图4VI-VI线的横剖面图；
图7是关于现有技术中的横截面朝下游侧逐渐增加然后减小的膨胀管、及横截面逐渐增加且在扩大的下游侧圆周表面形成排出气体排出口的膨胀管排出口的压力变化特性曲线图；
图8是关于现有技术中的膨胀管、及对现有技术中的将带有小孔的薄壁状催化剂元件安装在膨胀管内周面类型的膨胀管作了改进的膨胀管的排出口的压力变化特性曲线图；
图9是关于现有技术中的膨胀管、以及横截面朝下游侧逐渐增加并且在扩大的下游侧圆周表面形成排出气体的排出口的膨胀管的排出口压力变化的特性曲线图；
图10是关于现有技术的膨胀管、以及应用本发明排气净化装置的图9所示的膨胀管的排出口压力变化的特性曲线图；
图11是现有技术中的排气净化器的侧视图，其中有部分元件被省略；以及
图12是现有技术中的另一排气净化器的侧视图，其中有部分元件被省略。
下面，参照图1至3对本发明的一个实施例进行描述。
在膨胀管1上游端形成的开口1a连接到安装在摩托车(未示)上的二冲程内燃机的排出口上。膨胀管1由经过耐热表面处理的不锈钢(SUS304)板形成。膨胀管1的直径在接近下游侧逐渐增加，在下游端由大体为半球形管壁1b封闭。即是说，确定膨胀管1的尺寸和形状，以借助于从二冲程内燃机(未示)排出的排出气体的惯性效果和利用排出气体反射波而产生的防吹气效果得到高的净化效率。
在接近上游端膨胀管1的圆周壁上形成有两个排出气体排出口2，以便在纵向方向上(或圆周方向上)互相间隔配置。排出气体可通过的薄壁状催化剂元件3以围绕排出气体排出口2的方式围绕膨胀管1的外周面而设置。这时，催化剂元件3由一确定间隔与排出口2分离。催化剂元件3的两侧都向膨胀管1弯曲并且用焊接或类似方式固定在膨胀管1的外周表面上。
催化剂元件3包括带有一组小孔4的由不锈钢(SUS304)板形成的保持元件。在保持元件的内表面和外表面(包括小孔4的表面)上形成水溶性硅制成的内涂层。与铈基添加剂和硅基粘合剂混合的活性铝基材料组成的修补基面涂层在内涂层上形成。含有铂(Pt)和铑(Rh)的重量比为20∶1的贵金属催化剂以比率为1-2g/m2夹在修补基面涂层中。
催化剂元件3的外周面由密封板5来密封。相对于膨胀管1的排出气体排出口2一侧的密封板5上形成有开口5a。连通管6装在密封板5的开口5a上端。连通管6穿过消声器壳体体7上的开口7a，消声器壳体7以相邻并大体平行于膨胀管1的方式设置。如图2所示，连通管6的下端部6a在横截面上呈U形并开口对着消声器壳体7的下游侧(图3的左侧)。
整体的催化剂8具有蜂窝状断面，充填在消声器壳体7的下游侧。外壳9以共轴方式包围着整体催化剂8的外周而设置。锥状端板10安装在消声器壳体7的下游端。端板10上形成有一组小孔11。消声器腔12设置在消声器壳体7和外壳9之间，由隔板13分割成两部分。几个长短不等的连通管(未示)部件穿过隔板13，并且尾管14穿过外壳9。排出气体的噪声由此在消声器腔12中削弱。
消声器壳体7中的空间15由装配在连通管6上游(图的右侧)的隔板16分割成空间15a、15b。隔板16上形成有连通孔17。空间15b被单向阀(簧片阀)18分割，在空间15b的右侧形成空间15c。二次空气导入管19安装在消声器壳体7上游端(图中的右端)并与空间15c连通。
借助于未燃尽油回收管20，使膨胀管1的内部与消声器壳体7的空间15a连通，单向阀21插入未燃尽油回收管20中。
在图1至3所示的实施例中，从二冲程内燃机(未示)排出的排出气体流入膨胀管1中，之后不能到达膨胀管1下游端的半球状管壁1b，只能通过下游端开口1a附近的排出气体排出口2排出。接着，排出气体被带到薄壁状催化剂元件3处并与之接触，通过连通管6从由密封薄板5包围的空间流到消声器壳体7的空间15a处，再与整体催化剂8相接触。之后，排出气体通过小孔11流入消声腔12中削弱其噪声，然后通过尾管14排到大气中。
在膨胀管1中流动的高温排出气体从接近上游端开口1a的排出气体排出口2排出，在膨胀管1下游端的半球状管壁1b附近的排出气体不再在高温下受热，因此它保持较低温度。这样，降低了膨胀管1中的排出气体的总体平均温度，因而排出气体的传播速度降低。结果，膨胀管1的尺寸得以减少。
由于膨胀管1中不存在任何干扰排出气体压力波反射的催化剂，因此，能充分实现由膨胀管1排出的排出气体的惯性效果和利用排出气体反射波产生的防吹气效果。结果，净化效率得以提高，并由此提高了内燃机的输出功率。
在通过排出气体排出口2之后的排出气体，是在温度还没有象上述那样降低的状态下沿径向穿过催化剂元件3上的小孔4的，并与催化剂元件3的整个表面接触。进一步，在空间15a，在如下状态下，即在通过二次空气导入管19、单向阀18、空间15b和连通开口17供给必要的二次空气的状态下，使排出气体与整体催化剂8接触，进行充分的净化。排出气体的净化性能这样得以充分改善。
混在排出气体中的未燃尽油在膨胀管1中分离，并通过未燃尽油回收管20在高温下供到空间15a，进行充分的燃烧。
下文参照附图4至6对本发明的另一实施例进行描述。
壳体30，分成左右两部分，做成大体类似于装配在道路或越野摩托车上的普通膨胀室的细长形状。壳体30在其上游端带有排出气体吸入口31。两个凸缘30a沿分割表面向外突伸并用焊接相互结合在一起。壳体30由分割板32从距离排出气体吸入口31大约为总长度的三分之二处分割成膨胀室33和消声器34。排出气体吸入口31连接到双循环内燃机(未示)的排出口上。膨胀室33具有这样的尺寸和形状，它类似于在图1至图3所述的实施例中的膨胀管1，能达到高净化效率的目的。
未燃尽油回收通道35在隔板32的底部形成，将从膨胀室33中的排出气体中分离后的未燃尽油排到消声器34中。
在壳体30中，在接近排出气体吸入口31的下部，形成两个排出气体的排出口36。象图1至3所示的实施例那样，具有一组小孔38的薄壁状催化剂元件37围绕排出气体排出口36的外周面而设置。
密封板40以围绕催化剂元件37的整个周面的方式固定在壳体30上，以密封排出气体排出口36、小孔38及设置在隔板32下游的通向消声器34连通口39。二次空气导入管42设置在由壳体30和密封板40密封的通道41中。二次空气导入管42的尾端部(图的右侧)在纵向延伸并通过密封板40突伸到外部。二次空气导入管42前端部设有簧片阀43。二次空气从连接在二次空气导入管42尾部的二次空气供给设备(未示)供入到二次空气导入管42，通过簧片阀43在通道41中流动。另一方面，来自内燃机(未示)的膨胀室33中的排出气体，通过排出气体排出口36和小孔38，流到通道41中。在通道41中，排出气体在排到消声器34之前与上述二次空气混合。
通道41由壳体30和密封板40密封，薄壁状催化剂元件44以沿着膨胀室33纵向延伸的方式设置在二次空气导入管42的下面。催化剂元件44象催化剂元件37那样带有小孔，并且其横断面呈帽状。
两个带有小孔的环状薄壁形催化剂元件45，类似于催化剂元件37，设置在消声器34的上游侧。催化剂元件45以一规定间隔在垂直于壳体3 0纵向的方向互相间隔设置。两个隔板46a、46b设置在催化剂元件45的下游侧。上游侧消声器腔47a和下游侧消声器腔47c分别由隔板46a、46 b隔开，并由穿过隔板46a、46b的连通管48相互连通。在上游侧消声器腔47a和下游侧消声器腔47c之间形成中间消声器腔47b。中间消声器腔47b通过连通口49与下游侧消声器腔47c相连。尾管50穿过壳体30的下游端和下游侧的隔板46b而设置。
图4至6所示的实施例的操作与前面图1至3的实施例相同，因此，可以得到类似的效果。在此，描述本实施例中因与前面实施例结构差异而产生的效果。
膨胀室33和消声器34借助相同壳体30互相结合在一起，据此，它们能制造的更加紧凑，并由于紧密的结合结构，结果提高了抗振性和耐冲击性。
包括有膨胀室33和消声器34的壳体30具有类似于现有技术中的膨胀室的细长形状，因而可以弯成与摩托车(未示)设计相符合的所期望的形状，从而增强了摩托车的性能。
在本实施例中，薄壁状催化剂元件37围绕在排出气体排出口36的外周而设置并且薄壁状催化剂元件44也设置在由壳体30和密封板40密封的长条状通道41上。据此，从催化剂元件37排出的排出气体经过通道41并穿过连通口39流到消声器腔47a中，然后与催化剂元件44接触。结果，净化效率进一步提高。
净化器34也作成相对细长状，并由两个隔板46a、46b隔成三个消声器腔47a、47b、47c。更易于得到所期望的消除噪音特性。
接着，描述检测到的膨胀管中压力变化的试验例子，这种膨胀管的横断面朝下游侧逐渐增加，并且其排出气体排出口的位置是变化的。并与经过检测的现有技术的其横断面逐渐增加然后减少(排出气体排出口面对下游端的排出气体吸入口)的膨胀管做了比较。结果如图7至10所示。
图7示出了关于排出气体排出口设置在其下游侧侧壁上的膨胀管(如图7简示)的压力波曲线(如实线所示)，及现有技术中的膨胀管的压力波曲线。尤其是，该曲线中示出了二冲程内燃机的排出口打开之后(打开时由左边的虚线所示)的排出口的压力随时间的变化。
图7中所示的膨胀管，压力放大的空白区域大于现有技术中压力衰减的黑区域部分。结果，提高了净化效率。
图8是关于对现有技术进行了改进的膨胀管排出口压力的变化曲线，这种膨胀管是在膨胀管扩大部分内周面设置有带有一组小孔的薄壁状催化剂元件的膨胀管，并与现有技术中的膨胀管做了比较。空白区域较黑色区域窄。结果，在这种膨胀管中，净化效率低。
图9示出了关于与现有技术中的膨胀管做了比较的图12所示膨胀管的排出口的压力变化曲线，这种膨胀管的排出气体排出口设置在接近上游端的圆周表面上。与现有技术中的膨胀管相比，空白区域的面积大于黑色区域部分的面积，这表明净化效率高。
图10是关于与现有技术中的膨胀管做了比较的本发明的膨胀管排出口的压力变化曲线，在这种管中，具有小孔的薄壁状催化剂元件面对膨胀管上游端附近的排出气体排出口而设置。表明可得到类似于图9所示的高净化效率。
以上试验结果表明，根据本发明可以提高净化效率。
发明的排气净化器应用于内燃机的排气系统，在保持内燃机高的输出功率的同时能提高净化效率。

Claims (5)

1、一种排气净化装置，包括：
一具有上游端和封闭的下游端的膨胀管，其上游端连接到排气管的下游端，所述排气管连接到内燃机的排出口上；
其中，排出气体排出口设置在所述膨胀管的上游侧，一排出气体可通过的薄壁状催化剂元件以面对所述排出气体排出口的方式围绕所述膨胀管的外周面设置。
2、如权利要求1所述的排气净化装置，其中，所述的薄壁状催化剂元件包括带有一组孔的金属板和保持在所述的金属板表面上的催化剂。
3、如权利要求1所述的排气净化装置，其中，面对所述排出气体排出口的薄壁状催化元件的外周面由密封元件密封，并且
具有催化剂的消声器的上游端与由所述密封元件密封的空间连通，催化剂在一流道的整个横截面上延伸。
4、如权利要求1所述的排气净化装置，其中，
所述的膨胀管作成细长状；
具有催化剂的细长状消声器从所述的膨胀管下游端线状延伸地设置；
一密封元件，用来密封面对排出气体排出口而设置的薄壁状催化剂元件的外周，并从膨胀管的上游侧延伸到其下游侧，到达所述消声器上游端；以及
由所述密封元件密封的空间，与所述的膨胀管和所述的消声器连通。
5、如权利要求3或4所述的排气净化装置，其中，二次空气从所述排出气体排出口提供到其下游侧和从所述的消声器的催化剂提供到其上游侧。
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EP2159390B1 (en) * 2004-02-24 2011-04-13 Yamaha Hatsudoki Kabushiki Kaisha Exhaust gas purifying device for engine
CN104074590A (zh) * 2014-06-24 2014-10-01 梁淑慧 一种减少尾气污染的排气管
JP6881334B2 (ja) * 2018-01-29 2021-06-02 株式会社豊田自動織機 排気ガス浄化装置
JP6797152B2 (ja) * 2018-05-18 2020-12-09 マレリ株式会社 排気浄化装置
JPWO2021015091A1 (zh) 2019-07-23 2021-01-28

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CN105431619A (zh) * 2013-05-16 2016-03-23 丰田自动车株式会社 内燃机的排气冷却系统
CN105431619B (zh) * 2013-05-16 2018-01-26 丰田自动车株式会社 内燃机的排气冷却系统

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ATE226687T1 (de) 2002-11-15
CN1069734C (zh) 2001-08-15
PT753650E (pt) 2003-03-31
TW302420B (zh) 1997-04-11
ES2185717T3 (es) 2003-05-01
DK0753650T3 (da) 2003-02-24
CA2180639C (en) 2004-06-22
EP0753650A4 (en) 1999-03-03
JPH08135436A (ja) 1996-05-28
US5897843A (en) 1999-04-27
EP0753650B1 (en) 2002-10-23
CA2180639A1 (en) 1996-05-17
DE69528639T2 (de) 2003-03-13
JP3369335B2 (ja) 2003-01-20
EP0753650A1 (en) 1997-01-15
WO1996014499A1 (fr) 1996-05-17
DE69528639D1 (de) 2002-11-28

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