JP2001164941A - Exhaust device - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an exhaust device capable of securing high output and low fuel economy, by controlling an exhaust state of exhaust gas from an internal combustion engine to improve combustion efficiency. SOLUTION: The exhaust device comprises: an exhaust gas introducing portion 1; a primary exhaust flow passage 2 extending from the downstream end of the exhaust gas introducing portion 1 and having a restriction portion 2b tapered in the middle portion thereof; a primary exhaust port 3 at the tip of the primary exhaust flow passage 2; a primary exhaust straightening portion 9 extending from the primary exhaust port 3 at a diffusion angle F; a secondary exhaust flow passage 4 having a secondary exhaust inlets 5 opening at a first-half cylindrical portion 2a; a secondary exhaust port 6 opening at the downstream end of the secondary exhaust flow passage 4 and exhausting secondary exhaust gas at a restriction angle E with respect to exhaust gas from the primary exhaust straightening portion 9; a primary and secondary exhaust combining portion 7 positioned downstream the primary exhaust straightening portion 9; a last exhaust port 8a positioned downstream the primary and secondary exhaust combining portion 7 and exhausting the primary and secondary exhaust gas; and a last exhaust straightening portion 8b for exhausting the exhaust gas by straightening it.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention controls the exhaust gas discharge state in an internal combustion engine to perform a high filling rate intake and a high discharge efficiency exhaust, thereby promoting complete combustion, thereby operating the internal combustion engine. The present invention relates to an exhaust device for improving efficiency.

[0002]

2. Description of the Related Art In an internal combustion engine which is widely used at present, fuel and air are taken into a cylinder in an intake stroke, and this intake air is compressed to a predetermined pressure in a compression stroke. Diesel engines generate high-temperature self-ignition due to compression by ignition of electric sparks, instantaneously burn the sucked and compressed fuel during the explosion process, and take out and use the thermal energy at that time as mechanical power. It discharges combustion exhaust gas in the exhaust stroke. Therefore, in order to improve the efficiency of the internal combustion engine, intake,
The compression, explosion, and exhaust strokes must be performed under optimal conditions.

[0003] In order to optimize the combustion state of such fuel, various improvements have been made in terms of the structure of the engine combustion section, the control method, and the like, and there are many specific examples. For example, gasoline that incorporates a microcomputer to control the supply of fuel, gasoline that goes a step further and eliminates the carburetor and fuel vaporizer that were conventionally provided outside the cylinder, and directly injects fuel into the cylinder Engines have also been developed, which has been effective in improving efficiency. Efforts to improve the efficiency of diesel engines using heavy oil or light oil as fuels have been made by improving the fuel injection system and the shape of the combustion chamber.

It is natural that the intake of fuel and air, that is, intake air, is important for improving the efficiency of an internal combustion engine, but similarly important is the treatment of exhaust gas. No matter how the combustion efficiency is improved, considerable unburned substances must remain in the exhaust gas, and carbon oxides (C
Ox), nitrogen oxides (NOx), sulfur oxides (SOx)
And various other unnecessary substances, which are said to cause air pollution, photochemical smog, and even global warming.

[0005] Such unburned substances in the exhaust gas are a part of the energy held by the fuel, and are reduced as the fuel approaches the complete combustion. This means that it has been released into the atmosphere.
Also, in the current internal combustion engine, since most of the heat energy is discarded, the exhaust gas directly discharged from the engine is high temperature and high pressure, and also has a considerable flow velocity . Naturally, the unburned substances as described above are naturally a part of the energy held by the fuel, but the high temperature, high pressure, high flow velocity, large sound, etc. of the exhaust gas as described above respectively The energy of the fuel has changed its shape. Therefore, the thermal efficiency of the internal combustion engine can be improved by effectively utilizing the unburned components and utilizing the above-described respective exhaust energies.

[0006]

SUMMARY OF THE INVENTION The present invention focuses on such circumstances, and optimally controls the exhaust gas exhaust state in an internal combustion engine, thereby optimally controlling the intake and exhaust, and through this, the combustion. An object of the present invention is to provide an exhaust device capable of improving efficiency.

[0007]

According to one aspect of the present invention, there is provided an exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending downstream of the gas flow of the exhaust gas introduction section. A primary exhaust passage provided with a throttle portion that gradually reduces the inner diameter toward the downstream end thereof, a primary exhaust port opened to the center at the downstream end of the throttle portion of the primary exhaust flow passage, A primary exhaust rectification unit extending from the primary exhaust port to the downstream side, and a primary exhaust rectification unit extended at the same diffusion angle as the diffusion angle so that the final exhaust rectification unit is located on the extension. A secondary exhaust flow path configured to surround the primary exhaust flow path, and opened to a peripheral side of the primary exhaust flow path at an upstream portion of the primary exhaust flow path and on a peripheral inner surface thereof Exhaust gas flowing along the primary exhaust flow path, A secondary exhaust passage that flows to the side, and a secondary exhaust opening that opens at the downstream end of the gas flow in the secondary exhaust passage, and a primary exhaust rectification that extends from the primary exhaust opening of the primary exhaust passage. A secondary exhaust port that opens in a donut shape outside the outer edge of the portion, and is discharged from the primary exhaust port through the primary exhaust flow path, and further discharged downstream while being rectified by the primary exhaust rectification section. A primary exhaust / secondary exhaust merging section for re-merging the primary exhaust gas and the secondary exhaust gas discharged from the secondary exhaust port through the secondary exhaust flow path, wherein the primary exhaust rectifying section A primary exhaust / secondary exhaust junction where the secondary exhaust gas that merges with the high-speed primary exhaust gas that is discharged while being rectified from the outer peripheral direction is sucked and merged, and a downstream side of the primary exhaust / secondary exhaust junction described above. Final exhaust port and final exhaust configured on extension The flow section, the final outlet and a final exhaust rectifier, in construction the exhaust system for discharging to the outside in a compatible exhaust angle by rectifying junction exhaust gas.

The exhaust gas introduction section is a cylindrical conduit connected to the end of an exhaust pipe of the internal combustion engine and responsible for introducing exhaust gas discharged from the exhaust pipe. Decide together. Usually, it is sufficient to make the inner diameter of the exhaust pipe extend from the target internal combustion engine.

[0009] The primary exhaust flow path is directed downstream.
It extends from the exhaust gas introduction part to the middle while maintaining the same inner diameter until the middle, and from the middle, it forms a narrowing part that gradually reduces the inner diameter toward the downstream end as described above. The throttle portion further increases and accelerates the exhaust gas introduced through the exhaust gas introduction portion and the first half of the primary exhaust passage having the same inside diameter and discharged at a high pressure and an ultra-high speed. Take a role.

[0010] The pressure increase should be at an appropriate level so that the flow of the exhaust gas to the secondary exhaust flow path can be smoothly performed through the inlet opening in the first half of the primary exhaust flow path. From such a viewpoint, the aperture angle of the aperture section is set. Further, the acceleration is such that the discharge speed of the primary exhaust gas discharged through the primary exhaust port, the secondary exhaust gas flowing out of the secondary exhaust port, is efficiently sucked at the primary exhaust / secondary exhaust junction, It should also be at a suitable level that allows it to merge and exhaust. However, on the other side, the aperture angle of the aperture section is set from such a viewpoint. It is appropriate that such an aperture angle is about 5 to 20 degrees.

As described above, the primary exhaust port is opened at the downstream end of the throttle portion of the primary exhaust flow path, and naturally, the exhaust gas introduction section and the first half of the primary exhaust flow path extending therefrom. The inner diameter is smaller than the inner diameter of the part. From this primary exhaust port, the primary exhaust gas that has been accelerated and pressurized by the throttle section is to be discharged at an emission angle corresponding to the current flow velocity. That is, when the pulsed high-speed exhaust gas is exhausted in the exhaust stroke of the internal combustion engine, it is intended to be discharged at a small emission angle, and in other strokes, at a larger emission angle than that of the exhaust stroke.

The primary exhaust rectification section rectifies the exhaust gas discharged from the primary exhaust port so as to smoothly exhaust the exhaust gas at an appropriate diffusion angle as described above. It is preferable to match the discharge angle when the pulsed high-speed exhaust gas is exhausted in the exhaust stroke. As a result, the flow of the exhaust gas from the primary exhaust port becomes smooth without generation of swirl and the like, and at the same time, the pressurized and accelerated flow of the exhaust gas in the upstream throttle section also becomes smooth. . As described above, the diffusion angle is set to be the same as the exhaust angle of the final exhaust rectification unit, and the primary exhaust rectification unit is configured by determining the positional relationship so that the final exhaust rectification unit is located on an extension thereof. . This primary exhaust rectification section
The length extending downstream thereof is such that the cross-sectional area of the secondary exhaust opening which is open in the form of a donut on the outside thereof is made unnecessarily small, thereby causing unnecessary exhaust resistance to the secondary exhaust. Set to the extent that nothing happens.

As described above, the secondary exhaust passage is configured so as to surround the primary exhaust passage outside the primary exhaust passage, and the exhaust pipe, the exhaust gas introduction part, and the exhaust pipe in an internal combustion engine are provided. The exhaust gas in the vicinity of the inner periphery where the flow velocity is low and scavenging is not sufficiently performed in a conduit such as the first half of the primary exhaust flow path is guided into the exhaust gas, and the exhaust gas of the exhaust gas is discharged from the secondary exhaust port. The high-speed primary exhaust gas discharged from the primary exhaust port and rectified and exhausted by the primary exhaust rectification unit is sucked by the high-speed primary exhaust gas, so that the exhaust gas is efficiently exhausted and an efficient scavenging is performed as a whole. is there.

As described above, the uppermost stream portion of the secondary exhaust passage opens to the upstream side of the throttle portion, which is the first half of the primary exhaust passage, and introduces exhaust gas therein. In other words,
Although the secondary exhaust inlet is configured, this secondary exhaust inlet
In order to smoothly and efficiently introduce the exhaust gas, it is appropriate that the opening cross-sectional area is set to be equal to or larger than the flow path cross-sectional area of the exhaust gas introduction section (the same applies to the first half of the primary exhaust flow path). is there.

As described above, the secondary exhaust port is open at the downstream end of the secondary exhaust flow path, and the secondary exhaust gas exhausted from the secondary exhaust path flows from the primary exhaust port through the primary exhaust port. The opening cross-sectional area is determined so that the primary exhaust gas is discharged and rectified and exhausted while being rectified by the primary exhaust rectification unit, and is smoothly and efficiently sucked into the primary exhaust gas. This can be determined empirically along with the dimensions of adjacent parts.

The primary exhaust / secondary exhaust junction is, of course,
It is located on the downstream side of the primary exhaust rectification section and is located at a position along the central axis thereof. At this portion, the secondary exhaust gas is exhausted at a high speed from the primary exhaust port, and is sucked into the primary exhaust gas rectified and exhausted while being rectified by the primary exhaust rectification unit by the Venturi effect due to the flow velocity, and further merges. The primary exhaust gas and the secondary exhaust gas are accelerated by the differential pressure between the exhaust gas pressure at this portion and the atmospheric pressure outside the final exhaust rectification unit, and are discharged into the atmosphere, that is, outside the final exhaust rectification unit.

The final exhaust port and the final exhaust rectifying section are for smoothly discharging the primary exhaust and the secondary exhaust merged at the primary exhaust / secondary exhaust merging section without generating a vortex or the like. The exhaust angle of the latter final exhaust rectification unit is configured to match the diffusion angle of the primary exhaust rectification unit,
In addition, it should be configured along a virtual extension line of the primary exhaust rectification section extending from the primary exhaust port. Since the final exhaust port is an inlet end of the final exhaust rectification section, it should be located on a virtual extension line of the primary exhaust rectification section. As described above, the diffusion angle and the exhaust angle are preferably set to be the same as the emission angle when the exhaust gas is exhausted at the maximum flow rate in the exhaust stroke of the internal combustion engine. 1500cc ~ widely used in general automobiles
Assuming that an internal combustion engine of about 4 to 6 cylinders is operated at a normal rotation speed with a displacement of about 3000 cc, it is appropriate to determine a range of 3 to 30 degrees when examined under the above conditions. Since the diameter of the final exhaust port should be determined according to the total displacement of the internal combustion engine, it is appropriate to determine the diffusion angle and the exhaust angle after determining this.

Therefore, according to the exhaust system of the present invention, when the exhaust gas discharged through the exhaust valve of the internal combustion engine is introduced, the exhaust gas is initially the same as the extension of the exhaust pipe of the internal combustion engine. The exhaust gas introduction part having the inner diameter advances toward the downstream side. This flow of exhaust gas is discharged in a short time from the opened exhaust valve in the exhaust stroke of the internal combustion engine.
It becomes a pulse-like traveling wave, it becomes the highest speed at the center of the vessel,
A steep warhead shaped traveling wave is formed around the tube, which becomes slower as it gets closer to the tube wall.

The exhaust gas traveling as a warhead-shaped traveling wave enters the primary exhaust flow path through an exhaust gas introduction portion having the same inside diameter as the exhaust pipe of the internal combustion engine, and enters the latter half throttle portion. Then, it collides with the throttle wall narrowed down by the throttle angle that gradually reduces the inner diameter, and proceeds while receiving resistance toward the primary exhaust port at the central portion on the most downstream side.
The pressure of the advancing exhaust gas is increased when the exhaust gas collides with the throttle wall in this way, and this pressure rise causes the slow exhaust gas located near the pipe wall of the exhaust system conduit to flow into the secondary exhaust flow path on one side. In other words, it is also an instantaneous back pressure that pushes back to the exhaust system upstream side.

That is, the pressure rise is caused, on the one hand, by a secondary exhaust inlet opened in the first half of the primary exhaust flow path, and the low flow velocity exhaust gas traveling mainly along the inner surface of the tube wall is transmitted to the secondary exhaust flow path. The movement is strongly encouraged, and this is smoothly guided to the secondary exhaust passage. On the other hand, the increase in the pressure acts to control the intake and exhaust of the internal combustion engine during the time when the exhaust stroke and the intake stroke overlap, and to suppress the exhaust of the intake raw gas through the exhaust valve.

As described above, the exhaust gas (primary exhaust gas) that has entered the throttle section of the primary exhaust flow path is throttled by the throttle wall surface, has a high pressure, and enters the primary exhaust port. Exhausted at high speed due to high pressure. As described above, the high pressure, which is also the back pressure and the pushing pressure into the secondary exhaust flow path, further increases the difference between the primary exhaust and the secondary exhaust at the junction, and furthermore, the difference from the atmospheric pressure. To make
This also has the effect of further increasing the discharge speed from the primary exhaust port.

As described above, the secondary exhaust gas pushed into the secondary exhaust flow path moves downstream in the flow path to reach the secondary exhaust port. On the other hand, from the primary exhaust port, as described above, the exhaust speed is further increased and the primary exhaust gas is discharged, and this primary exhaust gas is further controlled at a high speed while its diffusion angle is adjusted through the primary exhaust rectification unit. The secondary exhaust gas exhausted at the secondary exhaust port is sucked by the Venturi effect of the flow velocity of the high-speed primary exhaust gas exhausted as described above and the differential pressure from the atmospheric pressure, and the primary exhaust gas is discharged. The two merge at the secondary exhaust merging section.

As described above, the primary exhaust gas discharged from the primary exhaust port is rectified to a constant diffusion angle by the primary exhaust rectification unit and exhausted, thereby suppressing the generation of vortices and the like. Due to the decrease in the outlet resistance, the flow of the exhaust gas in the throttle section becomes smooth while being pressurized and accelerated, and the pressure in the primary exhaust flow path also decreases and stabilizes. In this way, an appropriate back pressure that does not unnecessarily increase and a smooth and efficient scavenging from the primary exhaust passage can be secured. The primary exhaust gas discharged from the primary exhaust port is rectified to the diffusion angle by a primary exhaust rectification unit,
Because of the smooth flow, a stable venturi effect is also obtained, and the merging of the secondary exhaust gas with the primary exhaust gas at the primary exhaust / secondary exhaust merging section is also efficient without disturbance. Is to be performed.

The primary and secondary exhaust gases joined at the primary exhaust / secondary exhaust junction further move to the atmosphere due to a differential pressure from the atmospheric pressure, and are discharged into the atmosphere through a final exhaust port and a final exhaust rectification unit. Will be done. The exhaust gas is rectified again through the final exhaust rectification unit, and is smoothly exhausted while avoiding generation of vortices and the like. Since the exhaust resistance is reduced in this way, a stable and smooth flow of exhaust gas at the primary exhaust / secondary exhaust junction is ensured, and a rise in pressure is suppressed, so that the emission of exhaust gas to the atmosphere is further reduced. It will be done efficiently.

The exhaust gas thus exhausted in a pulse form from the internal combustion engine is smoothly exhausted for each pulse, and the pressure in the exhaust pipe can be immediately reduced.

The exhaust device according to one aspect of the present invention has the above configuration and functions. The dimensions of each part of this device,
As described above, the exhaust pressure, the timing of the pressure change, and the like can be controlled by experimentally determining the angle, the capacity, and the like according to the internal combustion engine to be applied.

As described above, one exhaust device of the present invention is as follows.
By controlling the exhaust pressure, on the other hand, the pressure in the cylinder during the superimposed time when the intake valve and the exhaust valve are simultaneously opened is appropriately controlled, and the back pressure is generated at the required timing to eliminate the use of the raw gas sucked. Of the exhaust gas, and on the other hand, through the pressure increase, move the low-flow exhaust gas near the inner wall of the exhaust pipe etc. to another route, and further increase the flow velocity of the high-flow exhaust gas near the center of the conduit. This high flow rate exhaust gas increases the exhaust flow rate of the low flow rate exhaust gas of the above another route and simultaneously discharges the same, thereby improving the exhaust rate as a whole and causing a back pressure after closing the exhaust valve. Pressure can be released immediately so as not to adversely affect the exhaust in the next cycle.

Thus, the inside of the cylinder of the internal combustion engine is appropriately affected through the exhaust valve, and the combustion state can be changed efficiently.

According to one exhaust device of the present invention,
It improves the intake and exhaust conditions between the operation of the intake and exhaust valves of the target internal combustion engine, and allows sufficient intake and scavenging to be performed smoothly, and therefore, increases the combustion efficiency. High kinetic energy can be obtained, and the unburned component can be reduced in a reflective manner.

The second aspect of the present invention is an exhaust gas introduction section connected to the exhaust system of the internal combustion engine, and a primary exhaust flow path extending at the same inner diameter downstream of the gas flow of the exhaust gas introduction section. A primary exhaust flow path comprising a donut-shaped flange piece projecting in the center direction with a constant width at the downstream end, and a primary exhaust port opened at the downstream end of the primary exhaust flow path, wherein the donut-shaped flange piece A primary exhaust port configured as an opening that opens to the center, and a primary exhaust rectification section extending downstream from the primary exhaust port, so that the final exhaust rectification section is located on the extension thereof. A primary exhaust rectifying section extending at the same diffusion angle as the diffusion angle, and a secondary exhaust flow path configured to surround the primary exhaust flow path, wherein the primary exhaust flow is provided at an upstream portion of the primary exhaust flow path. Open along the peripheral side of the flow path and flow along the inner surface on the peripheral side A secondary exhaust flow path for introducing exhaust gas and flowing downstream through the outer periphery of the primary exhaust flow path, and a secondary exhaust port opened at a downstream end of the gas flow of the secondary exhaust flow path. A secondary exhaust port that opens in a donut shape outside the outer edge of the primary exhaust rectification section extending from the primary exhaust port of the primary exhaust flow path, and is discharged from the primary exhaust port through the primary exhaust flow path, Further, the primary exhaust gas re-merged with the primary exhaust gas rectified by the primary exhaust rectification unit and discharged to the downstream side, and the secondary exhaust gas passing through the secondary exhaust passage and discharged from the secondary exhaust port again. A primary exhaust / secondary exhaust which is a secondary exhaust merging section, in which the secondary exhaust gas which merges from the outer peripheral direction with the high-speed primary exhaust gas which is discharged while being rectified by the primary exhaust rectifying section is drawn in; Merging section and the above primary exhaust / secondary A final exhaust port and a final exhaust rectification unit configured on a downstream extension of the junction area, the final exhaust port and the final exhaust rectification unit for rectifying the combined exhaust gas and discharging the exhaust gas to the outside at a suitable exhaust angle. , And an exhaust device.

However, the second exhaust system of the present invention is only partially different from the first exhaust system of the present invention. The basic difference is that in the second aspect of the present invention, the primary exhaust passage does not have the constricted portion as in the first aspect of the present invention, the first half and the second half have the same diameter, and the donut projecting inward at the end thereof. That is to say, it is provided with a flange-shaped piece. There are other minor differences, but these are only subtle differences arising from the above fundamental differences.

Accordingly, portions having the same structure as the first embodiment of the present invention naturally have exactly the same operation and effect, so that the description thereof will be omitted, and only the portions having the above basic differences will be described below. I do.

Therefore, according to the exhaust system of the second aspect of the present invention, as described above, the exhaust gas which travels in the form of a warhead-like traveling wave at each exhaust stroke of the internal combustion engine passes through the exhaust pipe of the internal combustion engine. After entering the primary exhaust flow path through the exhaust gas introduction portion having the same inner diameter and proceeding to the end at a stretch, the outer peripheral portion of the exhaust gas, that is, the inner wall side portion of the flow path has the donut shape. The squeezing portion which collides with the flange piece and further increases the pressure of the exhaust gas on the outer peripheral side which originally moves slowly, and as a result, such an exhaust gas gradually narrows the inner diameter from the upstream side to the donut-shaped flange piece. Is presumed to be in the same state as when. Thus, the exhaust gas traveling inside is restricted by the restricting wall surface formed by the outer peripheral exhaust gas, and travels while receiving resistance toward the primary exhaust port at the most downstream central portion thereof.

When the exhaust gas traveling inside as described above is throttled on the throttle wall by the exhaust gas as described above and the pressure is increased, this increase in pressure is explained in the exhaust device of the first aspect of the present invention. Similarly, on one side, the pressure is such that the exhaust gas with a low flow velocity located near the pipe wall of the exhaust system conduit is pushed into the secondary exhaust flow path, and on the other side, the instantaneous back pressure is pushed back to the exhaust system upstream side. Become. Subsequent functions and effects are the same as those of the first aspect of the present invention, and a description thereof will be omitted.

In the exhaust system according to the second aspect of the present invention, the primary exhaust passage operates as described above.
When the length of the subsequent half is the same as the length of the throttle section of the present invention and the inner diameter of the terminal primary exhaust port is the same as that of the present invention, it is almost the same as that of the present invention. They operate in a similar manner and can achieve almost the same effect.

The structure of the second exhaust passage of the present invention is simple and can be manufactured at lower cost and easier than the first exhaust passage of the present invention, which is a significant advantage.

A third aspect of the present invention is an exhaust gas introduction section connected to the exhaust system of the internal combustion engine, and a primary exhaust flow path extending downstream of the gas flow of the exhaust gas introduction section, and a downstream end thereof. A primary exhaust flow path that constitutes a donut-shaped flange piece that projects in the center direction with a constant width, and a primary exhaust port that is opened at the downstream end of the primary exhaust flow path, and is opened at the center of the donut-shaped flange piece. A primary exhaust port configured as an opening to perform, and a secondary exhaust flow path configured to surround the primary exhaust flow path, and a peripheral side of the primary exhaust flow path at an upstream portion of the primary exhaust flow path. A secondary exhaust flow path that introduces exhaust gas that opens into the portion and flows along the peripheral inner surface thereof and flows downstream through the outer periphery of the primary exhaust flow path; and a gas flow of the secondary exhaust flow path. A secondary exhaust port that is open at the downstream end, at the end of the primary exhaust flow path; A secondary exhaust port opened in a donut shape on the outside of the secondary exhaust port passing through the primary exhaust channel and discharged from the primary exhaust port and the secondary exhaust port passing through the secondary exhaust channel. A primary exhaust / secondary exhaust merging section that re-joins the secondary exhaust gas discharged from the secondary exhaust gas, and the secondary exhaust gas that merges from the outer peripheral direction to the high-speed primary exhaust gas discharged from the primary exhaust port. A primary exhaust / secondary exhaust merging section for merging while being sucked, and a final exhaust port and a final exhaust rectifying section formed on a downstream extension of the primary exhaust / secondary exhaust merging section to rectify the merged exhaust gas. A final exhaust port and a final exhaust rectification unit for exhausting to the outside at a suitable exhaust angle.

The exhaust system of the third aspect of the present invention has a configuration in which the primary exhaust rectification section is removed from the exhaust apparatus of the second aspect of the present invention. Therefore, the other functions and effects are exactly the same.

In the exhaust system according to the third aspect of the present invention, since the exhaust gas discharged from the primary exhaust port does not have a primary exhaust rectification portion extending therefrom, generation of a slight vortex or the like is observed. Although it is inevitable that the outlet resistance is slightly increased by this, the venturi action by the high-speed primary exhaust gas discharged from the primary exhaust port has already been described as described in the first exhaust device of the present invention. The secondary exhaust gas is sucked, and as a whole, it is configured to be able to perform a sufficiently effective scavenging, and has a sufficiently high value even in the absence of the primary exhaust rectifying section. .

A fourth aspect of the present invention is an exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending with the same inside diameter downstream of the gas flow of the exhaust gas introduction section. A primary exhaust flow path comprising a donut-shaped flange piece projecting in the center direction with a constant width at the downstream end, and a primary exhaust port opened at the downstream end of the primary exhaust flow path, wherein the donut-shaped flange piece A primary exhaust port configured as an opening that opens to the center, and a primary exhaust rectification section extending downstream from the primary exhaust port, so that the final exhaust rectification section is located on the extension thereof. A primary exhaust rectifying section extending at the same diffusion angle as the diffusion angle, and a secondary exhaust flow path configured to surround the primary exhaust flow path, wherein the primary exhaust flow is provided at an upstream portion of the primary exhaust flow path. Open along the peripheral side of the flow path and flow along the inner surface on the peripheral side A secondary exhaust flow path for introducing exhaust gas and flowing downstream through the outer periphery of the primary exhaust flow path, and a secondary exhaust port opened at a downstream end of the gas flow of the secondary exhaust flow path. A secondary exhaust port that opens in a donut shape outside the outer edge of the primary exhaust rectification section extending from the primary exhaust port of the primary exhaust flow path, and is discharged from the primary exhaust port through the primary exhaust flow path, Further, the primary exhaust gas re-merged with the primary exhaust gas rectified by the primary exhaust rectification unit and discharged to the downstream side, and the secondary exhaust gas passing through the secondary exhaust passage and discharged from the secondary exhaust port again. A secondary exhaust merging section, which is constituted by a pipe extending with the same inner diameter as the final exhaust port described later, and near the uppermost stream, high-speed primary discharged while being rectified by the primary exhaust rectifying section; Secondary exhaust gas that merges with the exhaust gas from the outer peripheral direction A primary exhaust / secondary exhaust merging section for merging while sucking the gas, a final exhaust port and a final exhaust rectifying section formed on a downstream extension of the primary exhaust / secondary exhaust merging section, and An exhaust device comprising a final exhaust port and a final exhaust rectification unit for rectifying and exhausting to the outside at an appropriate exhaust angle.

However, the exhaust system of the fourth aspect of the present invention is only partially different from the exhaust system of the second aspect of the present invention. The basic difference is that in the fourth aspect of the present invention, the primary exhaust / secondary exhaust merging section is formed as a straight tube having the same inner diameter as the final exhaust port. There are other minor differences, but these are only subtle differences arising from the above fundamental differences.

The difference between the primary exhaust gas and the secondary exhaust gas, which is different from the above, will be described in some detail as follows. In other words, the inner diameter of the straight tubular pipe is preferably smaller, since a better scavenging result is obtained when the flow rate of the exhaust gas at this portion is higher. It becomes resistance and has the opposite effect. Specifically, it should be determined by experiments. The downstream end of the conduit constituting the primary exhaust / secondary exhaust merging section intersects with the virtual extension line from the primary exhaust rectification section, as derived from the concept of the fourth aspect of the present invention. It becomes the part to do.

Therefore, the portions having the same structure as the second embodiment of the present invention have the same function and effect, so that the description thereof will be omitted, and only the portions having the above basic differences will be described below. I do.

Therefore, according to the exhaust system of the fourth aspect of the present invention, the flow rate of the combined exhaust gas is increased by appropriately setting the diameter of the conduit constituting the primary exhaust / secondary exhaust merging section through experiments, thereby improving the scavenging efficiency. Can be increased. In addition, it has all the advantages of the second aspect of the present invention.

A fifth aspect of the present invention is an exhaust gas introduction section connected to the exhaust system of the internal combustion engine, and a primary exhaust flow path extending at the same inner diameter downstream of the gas flow of the exhaust gas introduction section. A primary exhaust flow path comprising a donut-shaped flange piece projecting in the center direction with a constant width at the downstream end, and a primary exhaust port opened at the downstream end of the primary exhaust flow path, wherein the donut-shaped flange piece A primary exhaust port configured as an opening that opens to the center, and a primary exhaust rectification section extending downstream from the primary exhaust port, so that the final exhaust rectification section is located on the extension thereof. A state surrounding the primary exhaust rectifying section extended at the same diffusion angle as the diffusion angle, the primary exhaust flow path, the primary exhaust rectifying section, the primary exhaust / secondary exhaust merging section described later, the final exhaust port and the final exhaust rectifying section described later. The secondary exhaust passage configured in An exhaust gas that opens in the peripheral part of the primary exhaust flow path at the upstream part of the primary exhaust flow path and that flows along the inner surface of the primary exhaust flow path is introduced, and flows downstream through the outer periphery of the primary exhaust flow path. A secondary exhaust flow path, a secondary exhaust port that is opened in the middle of the gas flow in the secondary exhaust flow path in the downstream direction, and an outer edge of a primary exhaust rectifying portion extending from the primary exhaust port of the primary exhaust flow path and the following. A secondary exhaust port opened in a donut shape between the primary exhaust / secondary exhaust merging section and an upstream end of a conduit, and the secondary exhaust port is discharged from the primary exhaust port through the primary exhaust flow path, A primary exhaust gas that re-merges the primary exhaust gas that is discharged downstream while being rectified by the primary exhaust rectification unit and the secondary exhaust gas that is discharged from the secondary exhaust port through the secondary exhaust passage. It is the secondary exhaust merging section and extends with the same inner diameter as the final exhaust port described later. A primary, which is constituted by a pipe line, and in which a secondary exhaust gas which merges with a high-speed primary exhaust gas which is discharged while being rectified by the primary exhaust rectification unit from the outer peripheral direction of the primary exhaust rectification unit is sucked and joined near the most upstream part thereof. An exhaust / secondary exhaust merging section, and a final exhaust port and a final exhaust rectifying section formed on a downstream extension of the primary exhaust / secondary exhaust merging section, with an exhaust angle adapted to rectify the combined exhaust gas. The exhaust device includes a final exhaust port and a final exhaust rectification unit for discharging to the outside.

However, the exhaust system of the fifth aspect of the present invention is only partially different from the exhaust system of the fourth aspect of the present invention. The difference is that, in the fifth aspect of the present invention, the secondary exhaust flow path is configured to surround the primary exhaust flow path, the primary exhaust rectification section, the primary exhaust / secondary exhaust junction, the final exhaust port, and the final exhaust rectification section. That is, the secondary exhaust port is in the middle of the exhaust gas flow in the secondary exhaust flow path, that is, the outer edge of the primary exhaust rectification unit and the primary exhaust
The second point is that the opening is provided between the pipe and the upstream end of the conduit constituting the secondary exhaust junction. There are other minor differences, but these are only subtle differences arising from the above fundamental differences.

Therefore, portions having the same structure as the fourth embodiment of the present invention also have exactly the same operation and effect, so that the description thereof will be omitted, and only the portions having the above basic differences will be described below. I do.

Therefore, according to the exhaust system of the fifth aspect of the present invention, as described in the second aspect of the present invention, the exhaust gas is exhausted in a pulsed manner in each exhaust stroke of the internal combustion engine, and this is discharged to the primary exhaust passage. When entering, the pressure of the exhaust gas at this position instantaneously becomes high due to the action of the donut-shaped collar piece formed at the end thereof, and this becomes a pushing pressure on one surface, and the inner surface of the flow path wall of the primary exhaust flow path The exhaust gas flowing at a low speed along the flow path is introduced into the secondary exhaust passage. This introduction
Needless to say, the operation is performed through the secondary exhaust inlet opening at the upstream portion of the primary exhaust passage.

A part of the exhaust gas (secondary exhaust gas) pushed into the secondary exhaust passage is exhausted from the secondary exhaust port which is opened in the middle of the passage from the beginning. Due to the high pressure generated in the primary exhaust passage, the gas further proceeds to its end, and immediately loses its course and instantaneously increases the gas pressure at that position. From this point onward, when viewed from the subsequent secondary exhaust gas, a state similar to the case where there is no downstream side of the secondary exhaust port in the secondary exhaust flow path is obtained. The secondary exhaust gas is discharged from the secondary exhaust port opened in the middle of the secondary exhaust passage.

The secondary exhaust gas is sucked by the Venturi effect due to the flow of the high-speed primary exhaust gas discharged through the primary exhaust passage and the primary exhaust rectification section, and is efficiently exhausted. Are exactly the same as in the item 4 of the present invention.

In the fifth aspect of the present invention, as described above, the secondary exhaust flow path includes a primary exhaust flow path, a primary exhaust rectification section, a primary exhaust / secondary exhaust merging section, a final exhaust port, and a final exhaust rectification section. Because it is configured in a state of surrounding, the tubular body constituting the outer peripheral wall of the secondary exhaust flow path is configured to extend straight to the end of the device as it is, and the end is closed with a donut-shaped plate, At its inner end, a final exhaust rectification section and a final exhaust port are continuously formed, and further, a pipe material constituting a primary exhaust / secondary exhaust junction from the final exhaust port is connected in a state of extending upstream. be able to. Therefore, the structure is simple and the design is simple and good.

[0052]

Embodiments of the present invention will be described below in detail with reference to the accompanying drawings showing embodiments. 1 to 3 show a first embodiment to which the first embodiment of the present invention is applied. FIG. 1 is a schematic cross-sectional explanatory view thereof, FIG. 2 is a schematic enlarged cross-sectional explanatory view taken along line XX of FIG. 1, and FIG. FIG. 4 is a development view of a first half of a primary exhaust passage.
FIG. 4 is a schematic cross-sectional explanatory view of Embodiment 2 to which Embodiment 2 of the present invention is applied. FIG. 5 is a schematic sectional explanatory view of a third embodiment to which the third embodiment of the present invention is applied. FIG. 6 shows a fourth embodiment to which the fourth embodiment of the present invention is applied.
FIG. 3 is a schematic cross-sectional explanatory view of FIG. FIG. 7 is an explanatory schematic sectional view of a fifth embodiment to which the fifth embodiment of the present invention is applied. In FIGS. 1, 4 to 7, the flow of the exhaust gas is from the left side to the right side of the figure. Therefore, in the following description, the left side of the figure may be referred to as upstream and the right side may be referred to as downstream.

<Embodiment 1> The exhaust device of this embodiment 1
As shown in FIGS. 1 to 3, an exhaust gas introduction section 1 connected to an extension of an exhaust pipe of an internal combustion engine, and a front straight cylinder section 2 a extending downstream of the exhaust gas introduction section 1 and having the same diameter as the exhaust gas introduction section 1. A primary exhaust passage 2 comprising a narrowed portion 2b tapering from the downstream end of the first half straight cylindrical portion 2a toward the downstream side, and a primary opening at the center of the downstream end of the narrowed portion 2b of the primary exhaust flow passage 2 An exhaust port 3, a primary exhaust rectifying section 9 extending from the primary exhaust port 3 to a downstream side at a diffusion angle described later, and a secondary exhaust flow path 4 to be described later in the first straight cylindrical portion 2 a of the primary exhaust flow path 2. Secondary exhaust inlet 5 composed of a plurality of communication holes opened to communicate with each other
A secondary exhaust flow path 4 configured to surround the outside of the primary exhaust flow path 2, and a downstream end of the primary exhaust rectification section 9 at a downstream end of the secondary exhaust flow path 4. A secondary exhaust port 6 having a donut shape around it, and a primary exhaust gas passing through the secondary exhaust port 6 and a secondary exhaust port 6 downstream of the primary exhaust rectification section 9.
A primary exhaust / secondary exhaust merging section 7 where the secondary exhaust gas passing through the air merges, and a final exhaust port 8a which is an opening for finally discharging exhaust gas to the atmosphere further downstream thereof;
And a final exhaust rectification unit 8b that rectifies exhaust gas discharged from the final exhaust port 8a in order to suppress generation of vortices and the like.

The exhaust gas introduction section 1 is directly connected to the exhaust system of the internal combustion engine to be applied, and the inner diameter A is determined by the displacement of the internal combustion engine. That is, this inner diameter A
Is usually equal to the diameter of the exhaust pipe of the internal combustion engine to be applied. Although not essential to the present invention, the exhaust gas introducing section 1 is provided with a number of holes formed in a cylindrical body constituting the exhaust gas introducing section 1 and the outer periphery thereof is surrounded by a sound absorbing material to muffle the sound. It is good. Alternatively, instead of this, a soundproof wall may be provided on the outside to make a sealed state, and the sound may be similarly silenced. Further, needless to say, an exhaust gas purifying mechanism or the like by a combination with a catalyst or the like can be appropriately combined.

As described above, the primary exhaust passage 2 includes the first half straight tube portion 2a and the throttle portion 2b. The former first half straight tube portion 2a includes a plurality of communication holes as described above. A secondary exhaust inlet 5 is provided. As shown in FIGS. 1 to 3, the secondary exhaust inlet 5 is configured by arranging a plurality of communication holes arranged in the circumferential direction at regular angular intervals in three rows in the gas flow direction. In this embodiment, the sum of the cross-sectional areas of the openings of the communication holes is about 1.1 of the cross-sectional area of the flow path of the exhaust gas introduction unit 1 (the same is true of the cross-sectional area of the first half of the primary exhaust flow path 2).
The value was quadrupled. The total value of the cross-sectional areas of the openings of the communication holes is experimentally determined. Then the first half straight tube part 2a
The exhaust gas having a low flow velocity near the inner wall of the secondary exhaust passage 4 through the secondary exhaust inlet 5, particularly when the exhaust gas advances to the throttle portion 2b in a pulsed manner and its pressure rises sharply. Satisfactorily flowed into the uppermost stream of.

As described above, the latter diaphragm 2b is
The first straight cylindrical portion 2a is configured to be tapered from the downstream end toward the downstream side, and the aperture angle B is 5 degrees or more.
It is appropriate to set the angle within a range of 20 degrees. This aperture angle B
Increases the pressure of the high-pressure and ultra-high-speed pulsed exhaust gas introduced through the exhaust gas introducing portion 1 and the first straight cylindrical portion 2b having the same inner diameter as that of the exhaust gas introducing portion 1 while rapidly generating a back pressure. On the other hand, it is for accelerating and discharging from the primary exhaust port 3 at the downstream end thereof, and should be set so as to obtain necessary pressure rise and discharge speed.

An experiment was conducted by creating throttle portions 2b having various throttle angles B. Whether the required back pressure was obtained due to the increase in the pressure generated at the throttle portions 2b, or whether the exhaust gas was exhausted through the secondary exhaust inlet 5 or not. Whether the slow-moving exhaust gas near the inner wall of the conduit such as the introduction section 1 can sufficiently flow into the secondary exhaust flow path 4 or the exhaust gas discharged from the primary exhaust port 3 and exhausted from the primary exhaust rectification section 9 By examining whether or not the speed of the gas has become sufficient and the exhaust gas discharged from the secondary exhaust port 6 has been sucked by a sufficient Venturi action, it is possible to obtain the optimum gas for the internal combustion engine. In this embodiment, the aperture angle B is set to 1 by such an experiment.
It was set to 0 degrees. The larger the throttle angle B, the faster the pressure rise and the stronger the pressure.

The cross-sectional area of the primary exhaust port 3 is determined in accordance with the volume (constant gas pressure) of a unit pulse of exhaust gas which continuously advances in a pulsed manner. Further, the volume of the unit pulse of the exhaust gas is generally determined by the exhaust amount of the unit cylinder. The diameter C of the primary exhaust port 3
Since the primary exhaust port 3 is located at the downstream end of the throttle portion 2b of the primary exhaust flow channel 2, the exhaust gas introduction portion 1 (the same applies to the first straight cylindrical portion 2a of the primary exhaust flow channel 2). Is smaller than the inner diameter A of. Specifically, the length D of the narrowed portion 2b
And the aperture angle B.

The primary exhaust rectification section 9 rectifies the exhaust gas discharged from the primary exhaust port 3 so that the exhaust gas can be smoothly exhausted at an appropriate diffusion angle F.
The emission angle of the pulsed high-speed exhaust gas exhausted in the exhaust stroke of the internal combustion engine is set to be equal to 10 degrees in this embodiment. The emission angle of the exhaust gas decreases when the exhaust speed is high and increases when the exhaust speed is low.However, in order to increase the exhaust efficiency, it is necessary to match the exhaust angle of the exhaust gas at the time when the exhaust gas is exhausted at the highest speed. Suitable
In this example, a four-cylinder gasoline engine with a displacement of about 2,000 cc is assumed as the target internal combustion engine, and is determined as described above in consideration of the exhaust speed at the rotational speed during normal operation.

The diffusion angle F is also made to coincide with the exhaust angle H of the final exhaust rectification section 8b, and the primary exhaust rectification section 9 is extended from the final exhaust rectification section 8b.
b is positioned so as to be positioned. The primary exhaust rectification unit 9 is set to have a length extending to the downstream side such that the cross-sectional area of the secondary exhaust port 6 opening outside is not smaller than the cross-sectional area of the exhaust gas introduction unit 1. In this embodiment, the length of the secondary exhaust outlet 6 extending to the downstream side of the primary exhaust gas rectifying unit 9 should be approximately 1.2 times the sectional area of the exhaust gas introducing unit 1. It was set to be about.

As shown in FIG. 1, the secondary exhaust passage 4 is formed so as to surround the outer portion of the first straight cylindrical portion 2a and the throttle portion 2b constituting the primary exhaust passage 2, and It is configured in a space surrounded by the front straight cylinder portion 2a and the throttle portion 2b located inside and the outer peripheral wall located outside. Further, the outer peripheral wall is provided with the front half straight cylindrical portion 2a.
Of an enlarged tapered portion 4a rising from the outermost periphery of the uppermost stream portion toward the downstream side in the enlargement direction, a straight cylindrical portion 4b extending from the rear end toward the downstream side, and a reduced tapered portion 4c extending from the downstream end to the tapered portion. It consists of the first half. Note that the rear half of the reduced taper portion 4c, that is, the downstream side from the secondary exhaust port 6, constitutes the outer peripheral wall of the primary exhaust / secondary exhaust junction 7. Also, the inner diameter J of the straight cylindrical portion 4b is
The dimensions are such that the cross-sectional area is at least twice as large as the cross-sectional area of the exhaust gas introduction section 1. In this embodiment, the cross-sectional area is about 2.
In this case, the inner diameter A of the exhaust gas introducing portion 1 was set to 51 mm, while the inner diameter J of the straight cylindrical portion 4b was set to 80 mm.

The throttle angle E of the reduced taper portion 4c determines the merging angle of the secondary exhaust gas which joins the primary exhaust gas rectified and exhausted from the primary exhaust rectification portion 9 through the secondary exhaust port 6. The throttle angle E is determined so that the secondary exhaust gas can be smoothly and efficiently sucked into the primary exhaust gas. In this example, the aperture angle E is set to 10 degrees. However, this junction angle does not necessarily have to be so nervous. For example, if there are no other particularly bad conditions, even if the merging angle is 90 degrees, there is no particular decrease in performance.

As described above, the secondary exhaust port 6 opens at the downstream end of the secondary exhaust channel 4.
The opening position is outside the end of the primary exhaust rectification section 9 extending from the primary exhaust port 3 and opens in a donut shape. The cross-sectional area of the secondary exhaust flow path 4 increases as it proceeds from the uppermost stream to the downstream side, becomes maximum at a portion located on the outer periphery of the primary exhaust port 3, and the cross-sectional area gradually decreases from this position. As a result, the secondary exhaust gas moving through the secondary exhaust port 6 gradually decreases the flow velocity, and gradually increases the speed in the middle while gradually increasing the secondary exhaust gas. , The exhaust gas is exhausted at the throttle angle E, that is, the merging angle, is discharged from the primary exhaust port 3, and is sucked into the high-speed primary exhaust gas which is exhausted while being rectified by the primary exhaust rectification unit 9 to increase the flow velocity. While joining.

The primary exhaust / secondary exhaust merging section 7 is a space downstream of the primary exhaust rectifying section 9 and the secondary exhaust port 6 and in the rear half of the reduced tapered section 4c constituting an outer peripheral wall. The most downstream portion is connected to the final exhaust port 8a. In this space, the secondary exhaust gas discharged from the primary exhaust port 3 and rectified by the primary exhaust rectification section 9 and exhausted at the diffusion angle F while being exhausted from the secondary exhaust port 6 at the merge angle Are merged, and the combined exhaust gas moves at high speed to the atmosphere side due to the pressure difference between the pressure of the exhaust gas and the atmospheric pressure. It is to be noted that a sound deadening wall or other structure may be provided on the outer peripheral portion of the primary exhaust / secondary exhaust merging portion 7 and also a sound deadening effect may be expected.

It is assumed that the inner diameter G of the final exhaust port 8a matches the inner diameter A of the exhaust gas inlet 1. Further, as described above, the exhaust angle H of the final exhaust rectification unit 8b matches the diffusion angle F of the primary exhaust gas discharged from the primary exhaust rectification unit 9 and the diffusion angle F of the primary exhaust gas from the primary exhaust rectification unit 9. Corner F
Are configured along an imaginary extension line extending along. The diffusion angle F from the primary exhaust rectification unit 9 is, when the exhaust flow of the maximum amount of exhaust gas is generated for each exhaust pulse at the normal rotation speed, that is, at the normal rotation speed. The exhaust gas flow at the time when the highest-speed exhaust gas flow is generated is adopted, and the exhaust angle H is made to coincide with this.

The angles (diffusion angle F and exhaust angle H) differ depending on the internal combustion engine to which the device is attached.
A relatively frequently used displacement of 1500 to 3500 cc,
Assuming a four- to six-cylinder automotive internal combustion engine, this angle is generally found to be in the range of three to thirty degrees. Specifically, the optimum angle can be determined within the range according to the target internal combustion engine. In this embodiment, the experiment was repeated on the assumption that the engine has a displacement of 2000 cc and a four-cylinder internal combustion engine.
And the exhaust angle H.

In the first embodiment, as described above, if this is connected to the exhaust pipe of an internal combustion engine (displacement: 2000 cc, four cylinders), it is repeatedly discharged in a pulse form from the internal combustion engine. Exhaust gas is sequentially introduced into the exhaust device from the exhaust gas introduction unit 1, and each pulsed exhaust gas moves through each component of the exhaust device as described below.

Since the flow of the exhaust gas occurs during a short period of time from the open exhaust valve only in the exhaust stroke in the four cycles of the internal combustion engine, as described above,
This is performed in an intermittent pulse shape.Each of them is, in more detail, a pulse-like traveling wave, which has the highest speed at the center of the vessel, and has a lower speed as it approaches the pipe wall around it. A steep warhead shaped traveling wave is formed.

The exhaust gas which travels as a warhead-like traveling wave enters the front straight cylinder portion 2a of the primary exhaust flow passage 2 through the exhaust gas introduction portion 1 having the same inside diameter as the exhaust pipe of the internal combustion engine. Then, when it enters the half throttle portion 2b, it collides with a throttle angle B whose inner diameter is gradually reduced, here the inner wall surface narrowed to 10 degrees, and reduces resistance toward the primary exhaust port 3 in the central portion on the most downstream side. Progress while receiving. The pressure of the advancing pulsed exhaust gas is rapidly increased when it collides with the throttle wall of the throttle portion 2b in this way, and this pressure increase is one side,
The exhaust pressure having a low flow velocity near the inner surface of the pipe wall of the first half straight cylindrical portion 2b of the primary exhaust passage 2 is pushed into the secondary exhaust passage 4 through the secondary exhaust inlet 5, and on the other surface,
It is also the instantaneous back pressure pushed back to the exhaust system upstream.

In this manner, the pressure rise is such that the pressure rises to the pushing pressure into the secondary exhaust flow path 4, through the secondary exhaust inlet 5 opened in the first half straight cylindrical portion 2 a of the primary exhaust flow path 2, near the inner surface of the pipe wall. To push the exhaust gas traveling at a low flow rate into the uppermost stream portion in the secondary exhaust flow path 4, thereby exhausting the exhaust gas moving near the pipe wall in the exhaust system conduit which tends to be stagnant. Can be performed promptly.

This increase in the pressure acts on the narrowed portion 2b of the primary exhaust passage 2 to further increase the flow velocity of the exhaust gas (primary exhaust gas) passing through the primary exhaust port 3. Thus, the high pressure generated in the throttle portion 2b is
In order to further increase the pressure difference with the secondary exhaust merging section 7 and further with the atmospheric pressure, an action of further increasing the exhaust gas discharge speed from the primary exhaust port 3 is provided.

The primary exhaust gas that has passed through the primary exhaust port 3 is rectified by the primary exhaust rectification section 9 extending from the primary exhaust port 3 at a diffusion angle F, so that a smooth flow free of vortices and the like can be obtained. As a result, the gas is exhausted at high speed into the primary exhaust / secondary exhaust junction 7. As a result, the exhaust resistance from the primary exhaust port 3 becomes smaller,
Efficient exhaust is performed, and the pressure in the primary exhaust flow path 2 and upstream thereof is not increased more than necessary.

As described above, the secondary exhaust flow path 4 is passed through the secondary exhaust inlet 5 from the first straight cylindrical portion 2a of the primary exhaust flow path 2.
The exhaust gas (secondary exhaust gas) that has been pushed into the most upstream portion of the air and that has moved to the downstream side to reach the secondary exhaust port 6 is discharged from the primary exhaust port 3 and rectified by the primary exhaust rectification section 9. A strong venturi action by the high-velocity primary exhaust gas that is exhausted while being discharged is sucked at a high flow rate from the secondary exhaust port 6 and merges with the primary exhaust gas at the primary exhaust / secondary exhaust junction 7. . As described above, the primary exhaust gas discharged from the primary exhaust port 3 is rectified by the primary exhaust rectification unit 9 and becomes smooth without generation of eddies and the like, so that the flow velocity increases and a stronger venturi action is generated. Therefore, a stronger suction action for the secondary exhaust gas from the secondary exhaust port 6 is achieved. In this way, the exhaust gas moving at a low flow rate along the pipe wall in the exhaust system conduit can be quickly exhausted, and the exhaust efficiency as a whole increases.

Further, in terms of the pressure rise, which can be regarded as the instantaneous back pressure, as described above, the intake and exhaust of the internal combustion engine during the overlap time of the exhaust stroke and the intake stroke are controlled,
It acts to suppress the exhaust of the inhaled raw gas through the exhaust valve.

The primary and secondary exhaust gases merged in the primary exhaust / secondary exhaust merger 7 further move toward the atmosphere due to the pressure difference from the atmospheric pressure, are discharged from the final exhaust port 8a, and are discharged from the final exhaust rectification unit. It is discharged to the atmosphere while being rectified through 8b. Exhaust gas passing therethrough is rectified by the rectifying opening of the final exhaust rectifying section 8b having an appropriately opened exhaust angle H, thereby suppressing generation of vortices and being exhausted smoothly and speedily. As described above, the gas is smoothly exhausted, and the outlet resistance at this portion is reduced, so that the exhaust efficiency is increased.

The exhaust gas exhausted in a pulsed manner from the internal combustion engine is exhausted smoothly and speedily, including the exhaust gas with a low flow velocity near the pipe wall in the exhaust system conduit, and is exhausted until the next exhaust pulse is generated. The pipe pressure can be sufficiently reduced.

The dimensions and angles of each part of the exhaust system of the first embodiment, including those already described, are as follows. Inner diameter A of exhaust gas introduction section 1: 51 mm, exhaust gas introduction section 1
Length: 75mm, Length of first half straight tube 2a: 50.38m
m, length D of the narrowed portion 2b: 125.82 mm, narrowed portion 2b
Aperture angle B: 10 degrees, diameter C of the primary exhaust port 3: 29 mm,
The length of the primary exhaust rectification unit 9 is 18.90 mm, the diffusion angle F of the primary exhaust rectification unit 9 is 10 degrees, the number of communication holes constituting the secondary exhaust inlet 5 is 36, and each of the secondary exhaust inlets 5 is formed. Diameter of communication hole: 10 mm, length of enlarged tapered portion 4a in enlargement direction: 5
2.24 mm, enlargement angle of the enlarged tapered portion 4a: 30 degrees, inner diameter J of the straight tube portion 4b: 80 mm, length of the straight tube portion 4b: 85.7
3 mm, aperture angle E of the reduced tapered portion 4c: 10 degrees, axial length of the reduced tapered portion 4c: 165.74 mm, inner diameter G of the final exhaust port 8a: 51 mm, exhaust angle H of the final exhaust rectification portion 8b: 10 Every time. All the above parts are made of 1 mm thick stainless steel.

The exhaust system according to the first embodiment has a displacement of 3000
I installed it on a cc diesel engine truck and used it. When the corresponding end portion of the exhaust pipe of the engine was replaced with the exhaust system of this embodiment and operated, a fuel economy improvement of 18 to 25% was found in practical operation in Ibaraki Prefecture.

As described above, the dimensions, angles, capacities, and the like of each part of the apparatus are experimentally determined in accordance with the internal combustion engine to be applied, so that the exhaust pressure, the timing of the pressure change, Accordingly, it is possible to satisfactorily control the evacuation speed in each part and its change.

<Embodiment 2> The exhaust system of this embodiment 2
Only a part is different from the exhaust device of the first embodiment, and the same portions are denoted by the same reference numerals (hereinafter the same). In principle, only different parts will be described, and description of the same parts will be omitted.

The basic difference between the exhaust system of the second embodiment and that of the first embodiment is that the exhaust system of the second embodiment has a primary exhaust passage 22 similar to the primary exhaust passage 2 of the first embodiment. The only difference is that there is no narrowed portion 2b, the front half and the rear half are straight cylinders having the same diameter, and a donut-shaped flange piece 22c projecting inward at the downstream end of the pipeline. Other differences are only minor differences caused by the above basic differences.

The primary exhaust passage 22 in the exhaust device according to the second embodiment has the same diameter as the exhaust gas introduction portion 1 and extends to the downstream side in the first half straight tube portion 2a, and extends from the first half straight tube portion 2a. A rear half straight tube portion 22b,
And the latter half straight tube portion 22b
And a donut-shaped flange piece 22c that projects toward the center and is disposed at the rear end. The opening inside the donut-shaped flange piece 22c has the same diameter as the primary exhaust port 3 in the exhaust device of the first embodiment. The primary exhaust rectification unit 9 exactly the same as the primary exhaust rectification unit 9 in the exhaust device of Example 1 is configured in an extended state.

The exhaust system according to the second embodiment differs from the exhaust system according to the first embodiment in that the secondary exhaust flow path 24 having a positional relationship surrounding the primary exhaust flow path 22 has the following differences.
Some changes have occurred. That is, the end of the straight tube portion 24b is extended to a portion corresponding to the end of the rear half straight tube portion 22b of the primary exhaust passage 22, and the reduced taper portion extending from the end of the straight tube portion 24b to the final exhaust port 8a. 24c is obtained by increasing the angle e1.

The angle e1 of the reduced tapered portion 24c
Is the junction angle of the secondary exhaust gas with the primary exhaust gas, which is larger than the junction angle of the first embodiment, but as described above, there is no substantial difference.

Therefore, according to the exhaust system of the second embodiment, as described above, the exhaust gas traveling in the form of a warhead-like traveling wave passes through the exhaust gas introduction section 1 having the same inside diameter as the exhaust pipe of the internal combustion engine. When the gas enters the primary exhaust flow path 22 and progresses to the end at a stretch, a part of the exhaust gas flowing on the outer peripheral side, that is, a part flowing along the inner surface of the pipe wall of the primary exhaust flow path 22 has the donut shape. Collision with the flange piece 22c increases the pressure of the exhaust gas on the outer peripheral side, which originally moves slowly, and as a result,
With such exhaust gas, a state is formed in which a throttle portion that gradually narrows the inner diameter from the upstream side toward the donut-shaped flange piece 22c is formed. Thus, the exhaust gas (primary exhaust gas) traveling inside is throttled by the high-pressure throttle wall formed by the exhaust gas on the outer peripheral side described above, and has a resistance toward the primary exhaust port 3 located at the most downstream central portion thereof. It will progress while receiving.

When the exhaust gas traveling inside as described above is throttled by the throttle wall by the high-pressure exhaust gas on the outer peripheral side as described above and the pressure is increased, this pressure rise is caused by the exhaust system of the first embodiment. As explained in the previous section,
Exhaust gas having a low flow velocity flowing along the inner wall of the exhaust system conduit is pushed through the secondary exhaust inlet 5 into the secondary exhaust passage 24, and on the other surface, the instantaneous back pressure is pushed back to the exhaust system upstream. Become.

The subsequent operation and effect are the same as those of the first embodiment, but will be briefly described. The operation of the primary exhaust port 3 and the operation of the primary exhaust rectification unit 9 extended therefrom are also described in the first embodiment.
The flow rate is increased at the primary exhaust port 3,
The secondary exhaust gas exhausted from the secondary exhaust port 16 is sucked by the Venturi action of the primary exhaust gas which is rectified and exhausted so as not to generate a vortex or the like in the primary exhaust rectification section 9, and is thus primary exhausted. The combined exhaust gas is exhausted into the atmosphere through the final exhaust port 8a and the final exhaust rectification section 8b on the downstream side due to the differential pressure from the atmospheric pressure. The exhaust gas that has passed through the final exhaust port 8a is rectified by the final exhaust rectification unit 8b and is smoothly exhausted into the atmosphere, thereby reducing the outlet resistance and improving the scavenging efficiency. Thus, the primary exhaust / secondary exhaust merging section 7, the final exhaust port 8a, the final exhaust rectifying section 8b, the secondary exhaust flow path 24, and the secondary exhaust port 16 also operate in the same manner as the corresponding components of the first embodiment. , Can produce the same effect.

The structure of the primary exhaust passage 22 in the exhaust device of the second embodiment is simple, and can be manufactured at lower cost and more easily than the primary exhaust passage 2 of the first embodiment. As described above, exactly the same operation and effect can be obtained.

<Embodiment 3> The exhaust device of this embodiment 3
This is a configuration in which the primary exhaust rectification unit 9 is removed from the exhaust device of the second embodiment. Along with this, the secondary exhaust port 26 moved upstream from the secondary exhaust port 16 of the second embodiment, and the cross-sectional area of the opening was different, but this difference was a slight difference in terms of the operation and effect. is there. The exhaust device of the third embodiment and the exhaust device of the second embodiment have exactly the same functions and effects other than the above difference.

In the exhaust device of the third embodiment, since the primary exhaust rectification section 9 is not provided at the end of the primary exhaust flow path 22, the exhaust gas discharged from the primary exhaust port 3 includes:
It must be acknowledged that some eddies and the like are generated, and this tends to slightly increase the outlet resistance. However, the secondary exhaust gas exhausted from the secondary exhaust port 26 is sucked by the Venturi action by the high-speed primary exhaust gas exhausted from the primary exhaust port 3, and the primary exhaust / secondary exhaust merging section 7
The exhaust gas thus joined is discharged to the atmosphere through a final exhaust port 8a and a final exhaust rectification unit 8b at a pressure difference from the atmospheric pressure.
It is configured so that scavenging can be performed sufficiently and effectively, and has a sufficiently high value even when the primary exhaust rectification section 9 is not provided.

Further, in the exhaust device of the third embodiment,
Since the primary exhaust rectification section 9 in the first and second embodiments is not configured, the configuration becomes simpler, and there is also an advantage that the manufacturing is further facilitated.

<Embodiment 4> The exhaust device of this embodiment 4
The only difference is a part from the exhaust device of the second embodiment. The basic difference is that in the fourth embodiment, the conduit forming the primary exhaust / secondary exhaust junction 37 is formed as a straight tube having the same inner diameter as the final exhaust port 8a. Others are minor differences due to the configuration, which is because the primary exhaust / secondary exhaust passage 37 has a slightly narrower configuration except for the end of the second embodiment as described above. This is because the angle e2 of the reduced tapered portion 34c constituting the downstream portion of the secondary exhaust passage 34 is larger than that of the exhaust device of the second embodiment.

Therefore, the exhaust system of the fourth embodiment has the same structure as the exhaust system of the second embodiment, and the operation and effect are of course exactly the same. Only the parts having the above basic differences will be described.

Therefore, according to the exhaust system of the fourth embodiment,
By configuring the inner diameter of the conduit forming the primary exhaust / secondary exhaust merging section 37 to be the same as the inner diameter of the final exhaust port 8a, the flow velocity of the combined exhaust gas can be increased, and the scavenging efficiency can be further improved. . In addition, it has all the advantages of the exhaust device of the second embodiment.

<Embodiment 5> The exhaust device of the embodiment 5 is as follows.
The only difference is a part of the exhaust system of the fourth embodiment. The difference is that, in the fifth embodiment, the secondary exhaust passage 44 is divided into the primary exhaust passage 22, the primary exhaust rectification unit 9, the primary exhaust / secondary exhaust merging unit 37, the final exhaust port 8a, and the final exhaust rectification unit 8b.
, And the secondary exhaust port 46 is located in the secondary exhaust passage 44 in the flow direction of the exhaust gas, that is,
Outer edge of primary exhaust rectification unit 9 and primary exhaust / secondary exhaust junction 3
7 is that it is open between the upstream side end of the conduit that constitutes 7.

A further minor difference is that, due to the above-described configuration, the secondary exhaust passage 44 has a reduced taper that forms a part of the secondary exhaust passage 34 of the fourth embodiment. Portion 34c is eliminated, and the outer peripheral wall is closed by an enlarged tapered portion 4a, a straight cylindrical portion 44b, and a donut plate portion 44c for closing the end at 90 degrees.
It is to be constituted by. Needless to say, the inner end of the donut plate portion 44c is connected to the outer end of the final exhaust rectification portion 8b.

Therefore, the exhaust system of the fifth embodiment is the same as the exhaust system of the fourth embodiment, of course, has exactly the same operation and effect. Only the part having the mark will be described.

According to the exhaust system of the fifth embodiment, as described for the exhaust system of the second embodiment, the exhaust gas is exhausted in a pulsed manner in each exhaust stroke of the internal combustion engine. When the gas enters the primary exhaust passage 22, the pressure of the exhaust gas at this position instantaneously becomes high due to the action of the donut-shaped flange piece 22 c formed at the end thereof, and this becomes a pushing pressure on one surface, and Exhaust gas flowing at a low speed along the inner surface of the flow path wall of the first straight cylindrical portion 2 a is introduced into the secondary exhaust flow path 44. Needless to say, the introduction of the first straight cylindrical portion 2a which is the upstream portion of the primary exhaust passage 22
This is performed through a secondary exhaust inlet 5 that is open to the outside.

A part of the exhaust gas (secondary exhaust gas) pushed into the secondary exhaust flow path 44 is the secondary exhaust port 46 which is opened in the middle of the flow path from the beginning of the discharge of the exhaust pulse.
From the primary exhaust passage 22
Due to the high pressure generated on the downstream side, the secondary exhaust passage 44
And immediately loses course, resulting in an instantaneous increase in gas pressure at that location. After this point, the secondary exhaust port 4 in the secondary exhaust passage 44 is viewed from the subsequent secondary exhaust gas flow in the exhaust pulse.
6, there is no downstream side, and after that, almost all of the remaining secondary exhaust gas in the exhaust pulse passes through the secondary exhaust port 46 opened in the middle of the secondary exhaust flow path 44. Will be discharged from

The secondary exhaust gas is supplied to the primary exhaust passage 2
2. The high-speed primary exhaust gas discharged through the primary exhaust port 3 and the primary exhaust rectifying section 9 is sucked by the Venturi effect by the flow, and is efficiently exhausted. 4 is exactly the same as that of the exhaust system.

Further, in the exhaust device of the fifth embodiment, as described above, the secondary exhaust passage 44 is divided into the primary exhaust passage 22, the primary exhaust rectifying section 9, the primary exhaust / secondary exhaust merging section 37, Since it is configured so as to surround the exhaust port 8a and the final exhaust rectifying section 8b, the pipe constituting the outer peripheral wall of the secondary exhaust flow path 44 is extended straight to the end of the device as it is. The end is closed by a donut plate portion 44c, and a final exhaust rectifying portion 8b and a final exhaust port 8a are continuously formed on the inner end thereof. Further, the primary exhaust / secondary exhaust merging portion 37 is connected from the final exhaust port 8a. This makes it possible to connect the pipe material to be configured to extend to the upstream side. Therefore, the structure is simple and the design is simple and good.

[0102]

According to the exhaust system of the present invention, by controlling the exhaust pressure, on the other hand, the pressure in the cylinder during the overlap time when the intake valve and the exhaust valve are simultaneously opened can be appropriately controlled, Back pressure is generated at an appropriate timing to suppress unnecessary discharge of inhaled raw gas, and on the other hand, through the increase in pressure, low-velocity exhaust gas near the inner wall of the exhaust system flow path is moved to another route. At the same time, the flow velocity of the high flow rate exhaust gas near the center in the conduit is further increased, and the high flow rate exhaust gas is used to increase the exhaust flow rate of the low flow rate exhaust gas of the above-mentioned another route and simultaneously discharge the exhaust gas. Improve the exhaust speed and, in the internal combustion engine, after closing the exhaust valve, release the pressure that caused the back pressure immediately so that the exhaust in the next cycle is not adversely affected. You can do it.

In the above description, the flow of the exhaust gas with a high flow velocity near the center of the conduit used for exhausting the exhaust gas with a low flow velocity near the inner wall of the conduit at a high speed, and the flow of the exhaust gas exhausted into the atmosphere Rectification reduces the occurrence of vortices and the like, thereby reducing the movement resistance at the corresponding site, increasing the flow velocity and simultaneously avoiding unnecessary increase in pressure at the preceding stage, which is more efficient. Exhaust is achieved.

In this way, the scavenging efficiency inside the cylinder of the internal combustion engine is increased through the exhaust valve, and the intake air has a good effect, whereby the combustion state can be changed efficiently.

According to the exhaust device of one aspect of the present invention,
It is possible to improve the intake / exhaust state between the operation of the intake valve and the exhaust valve of the target internal combustion engine so that sufficient intake and exhaust can be performed smoothly. In addition, the combustion efficiency of the internal combustion engine to which the above is applied can be increased to obtain high kinetic energy.

According to the exhaust system of the second aspect of the present invention, it is possible to ensure exactly the same operation and effect as the exhaust system of the first aspect of the present invention, and furthermore, it is easy to manufacture and extremely inexpensive to manufacture. There are advantages.

According to the third exhaust system of the present invention, the exhaust efficiency is slightly inferior to those of the first and second exhaust systems of the present invention, but the fuel efficiency is lower than that of the conventional general exhaust system. It is about 15 to 20% superior, and has the advantage that its production is easy.

Therefore, according to the exhaust system of the fourth aspect of the present invention, the flow rate of the combined exhaust gas is increased by appropriately setting the diameters of the conduits constituting the primary exhaust / secondary exhaust merging section through experiments, thereby improving the scavenging efficiency. Can be further increased. In addition, it has all the advantages of the second aspect of the present invention.

Therefore, according to the exhaust system of the fifth aspect of the present invention, it is possible to obtain substantially the same effects as the fourth aspect of the present invention. According to the exhaust device 5 of the present invention, the structure becomes simple,
The fine shape is simple and good.

[Brief description of the drawings]

FIG. 1 is a schematic sectional view illustrating an exhaust device according to a first embodiment.

FIG. 2 is a schematic enlarged cross-sectional explanatory view taken along line XX of FIG. 1;

FIG. 3 is a development view of a first half of a primary exhaust passage.

FIG. 4 is a schematic sectional view illustrating an exhaust device according to a second embodiment.

FIG. 5 is a schematic sectional view illustrating an exhaust device according to a third embodiment.

FIG. 6 is a schematic sectional view illustrating an exhaust device according to a fourth embodiment.

FIG. 7 is a schematic sectional explanatory view showing an exhaust device of a fifth embodiment.

[Explanation of symbols]

 DESCRIPTION OF SYMBOLS 1 Exhaust gas introduction part 2, 22 Primary exhaust flow path 2a First half straight cylinder part 2b Throttle part 3 Primary exhaust port 4, 24, 34, 44 Secondary exhaust flow path 4a Enlarged taper part 4b, 24b, 44b Straight cylinder part 4c, 24c, 34c Reduced taper portion 5 Secondary exhaust inlet 6, 16, 26, 36, 46 Secondary exhaust port 7, 37 Primary exhaust / secondary exhaust merging section 8a Final exhaust port 8b Final exhaust rectifying section 9 Primary exhaust rectifying section 22b Rear half straight cylinder Part 22c Donut-shaped flange piece 44c Donut plate part A Inner diameter of exhaust gas introduction part B Restriction angle of restriction part C Diameter of primary exhaust port D Length of restriction part E, e1, e2 Restriction angle of reduction taper part F Diffusion angle G Inner diameter of outlet H Exhaust angle J Inner diameter of straight cylinder

 ──────────────────────────────────────────────────続 き Continuing on the front page (72) Inventor Moritoshi Ono 29 Kawaramachi Kawahara, Iwaki City, Fukushima Prefecture (72) Inventor Kazumi Goda 3-4-18 Higashinamerikawacho Hitachi City, Ibaraki Prefecture Kurosawa Heights 203 F-term (reference) 3G004 BA03 DA03 DA04 DA14 FA04 3G031 CA05 HA01 HA02 HA04 HA08

Claims (5)

[Claims] 1. An exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending downstream of a gas flow of the exhaust gas introduction section, and having an inner diameter toward a downstream end thereof. A primary exhaust flow path having a throttle portion that gradually reduces the diameter of the primary exhaust flow path, a primary exhaust port that opens to the center at the downstream end of the throttle portion of the primary exhaust flow path, and a primary that extends downstream from the primary exhaust port. An exhaust rectification unit, a primary exhaust rectification unit extended at the same diffusion angle as its diffusion angle so that the final exhaust rectification unit is located on the extension thereof, and a state surrounding the primary exhaust flow path In the secondary exhaust flow path configured in the, upstream side of the primary exhaust flow path is introduced into the peripheral side portion of the primary exhaust flow path to introduce the exhaust gas flowing along the peripheral inner surface, Secondary exhaust flow path that flows downstream through the outer peripheral side of the primary exhaust flow path A secondary exhaust port opened at the downstream end of the gas flow of the secondary exhaust flow path, and a donut-shaped opening outside the outer edge of the primary exhaust rectification section extending from the primary exhaust port of the primary exhaust flow path; A secondary exhaust port, a primary exhaust gas that is discharged from the primary exhaust port through the primary exhaust flow path, and further discharged downstream while being rectified by the primary exhaust rectification unit, and the secondary exhaust flow path A primary exhaust / secondary exhaust junction where the secondary exhaust gas discharged from the secondary exhaust port after passing through the secondary exhaust port is recombined, and high-speed primary exhaust discharged while being rectified by the primary exhaust rectifier. A primary exhaust / secondary exhaust merging portion for merging the secondary exhaust gas which merges with the gas from its outer peripheral direction while sucking the gas; a final exhaust port and a final exhaust gas formed on a downstream extension of the primary exhaust / secondary exhaust merging portion; Exhaust gas rectification unit, and combined exhaust gas A final exhaust port and a final exhaust rectification unit for rectifying the exhaust gas and discharging it to the outside at an appropriate exhaust angle. 2. An exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending at the same inner diameter downstream of a gas flow of the exhaust gas introduction section, and having a downstream end. A primary exhaust flow path that forms a donut-shaped flange piece that projects in the center direction with a constant width; and a primary exhaust port that opens at a downstream end of the primary exhaust flow path and opens at the center of the donut-shaped flange piece. A primary exhaust port configured as an opening, and a primary exhaust rectification unit extending downstream from the primary exhaust port, and having the same diffusion angle as the final exhaust rectification unit located on the extension. A primary exhaust rectification unit extending at a diffusion angle of, and a secondary exhaust flow path configured to surround the primary exhaust flow path, and a peripheral part of the primary exhaust flow path at an upstream portion of the primary exhaust flow path. Exhaust gas that opens to the side and flows along its inner peripheral surface A secondary exhaust flow path that is introduced and flows downstream through the outer periphery of the primary exhaust flow path; and a secondary exhaust port that is opened at a downstream end of a gas flow of the secondary exhaust flow path, A secondary exhaust port that opens in a donut shape outside the outer edge of the primary exhaust rectification unit extending from the primary exhaust port of the exhaust flow path, and is discharged from the primary exhaust port through the primary exhaust flow path and further discharged from the primary exhaust port. A primary exhaust gas and a secondary exhaust gas, which re-merge the primary exhaust gas discharged downstream while being rectified by the exhaust rectification unit and the secondary exhaust gas discharged from the secondary exhaust port through the secondary exhaust passage. A primary exhaust / secondary exhaust merging section, which is an exhaust merging section, in which the secondary exhaust gas merging from the outer peripheral direction into the high-speed primary exhaust gas which is discharged while being rectified by the primary exhaust rectifying section is sucked and merged. The primary exhaust / secondary exhaust junction A final exhaust port and a final exhaust rectification unit configured on a downstream extension of the final exhaust port and a final exhaust rectification unit for rectifying the combined exhaust gas and discharging the combined exhaust gas to the outside at an appropriate exhaust angle. Exhaust system. 3. An exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending downstream of a gas flow of the exhaust gas introduction section, and having a fixed width at a downstream end thereof. A primary exhaust flow path comprising a donut-shaped flange piece projecting in the center direction, and a primary exhaust port opened at the downstream end of the primary exhaust flow path, and an opening opening at the center of the donut-shaped flange piece. The configured primary exhaust port, and a secondary exhaust flow path configured to surround the primary exhaust flow path, which is opened at a peripheral side of the primary exhaust flow path at an upstream portion of the primary exhaust flow path. A secondary exhaust flow path for introducing exhaust gas flowing along the peripheral inner surface thereof and flowing downstream through the outer periphery of the primary exhaust flow path; and a downstream end of a gas flow of the secondary exhaust flow path. An open secondary exhaust port, outside the end of the primary exhaust flow path A secondary exhaust port opened in a donut shape, a primary exhaust gas that passes through the primary exhaust flow path and is discharged from the primary exhaust port, and is discharged from the secondary exhaust port through the secondary exhaust flow path. A primary exhaust gas / secondary exhaust gas re-merging unit that re-merges the secondary exhaust gas with the high-speed primary exhaust gas discharged from the primary exhaust port while sucking the secondary exhaust gas that merges from the outer peripheral direction thereof. A primary exhaust / secondary exhaust merging section to be merged, a final exhaust port and a final exhaust rectifying section formed on a downstream extension of the primary exhaust / secondary exhaust merging section, and rectify and match the merged exhaust gas. An exhaust device comprising: a final exhaust port and a final exhaust rectification unit for exhausting to the outside at an exhaust angle. 4. An exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending with the same inner diameter downstream of a gas flow of the exhaust gas introduction section, and a downstream end thereof. A primary exhaust flow path that forms a donut-shaped flange piece that projects in the center direction with a constant width; and a primary exhaust port that opens at a downstream end of the primary exhaust flow path and opens at the center of the donut-shaped flange piece. A primary exhaust port configured as an opening, and a primary exhaust rectification unit extending downstream from the primary exhaust port, and having the same diffusion angle as the final exhaust rectification unit located on the extension. A primary exhaust rectification unit extending at a diffusion angle of, and a secondary exhaust flow path configured to surround the primary exhaust flow path, and a peripheral part of the primary exhaust flow path at an upstream portion of the primary exhaust flow path. Exhaust gas that opens to the side and flows along its inner peripheral surface A secondary exhaust flow path that is introduced and flows downstream through the outer periphery of the primary exhaust flow path; and a secondary exhaust port that is opened at a downstream end of a gas flow of the secondary exhaust flow path, A secondary exhaust port that opens in a donut shape outside the outer edge of the primary exhaust rectification unit extending from the primary exhaust port of the exhaust flow path, and is discharged from the primary exhaust port through the primary exhaust flow path and further discharged from the primary exhaust port. A primary exhaust gas and a secondary exhaust gas, which re-merge the primary exhaust gas discharged downstream while being rectified by the exhaust rectification unit and the secondary exhaust gas discharged from the secondary exhaust port through the secondary exhaust passage. The exhaust merging section, which is constituted by a pipe extending at the same inner diameter as the final exhaust port described later, and in the vicinity of the uppermost stream thereof, the high-speed primary exhaust gas which is discharged while being rectified by the primary exhaust rectifying section. Suction of secondary exhaust gas that joins from the outer peripheral direction A primary exhaust / secondary exhaust junction where the primary exhaust / secondary exhaust is joined, and a final exhaust port and a final exhaust rectification unit that are configured on a downstream extension of the primary exhaust / secondary exhaust junction. An exhaust device comprising: a final exhaust port and a final exhaust rectification unit for discharging to the outside at a suitable exhaust angle. 5. An exhaust gas introduction section connected to an exhaust system of an internal combustion engine, and a primary exhaust flow path extending with the same inner diameter downstream of the gas flow of the exhaust gas introduction section, and having a downstream end. A primary exhaust flow path configured as a donut-shaped flange piece projecting in the center direction with a constant width, and a primary exhaust port opened at a downstream end of the primary exhaust flow path, which opens at the center of the donut-shaped flange piece. A primary exhaust port configured as an opening, and a primary exhaust rectification unit extending downstream from the primary exhaust port, and having the same diffusion angle as the final exhaust rectification unit located on the extension. A primary exhaust rectification unit extended at a diffusion angle of, and a configuration surrounding the primary exhaust flow path, the primary exhaust rectification unit, a primary exhaust / secondary exhaust merging unit described later, a final exhaust port, and a final exhaust rectification unit described later. A secondary exhaust passage, wherein the primary exhaust A secondary exhaust flow that opens at a peripheral portion of the primary exhaust passage at an upstream portion of the passage and introduces exhaust gas flowing along the peripheral inner surface, and flows downstream through the outer periphery of the primary exhaust passage. Path, a secondary exhaust port opened in the middle of the gas flow in the secondary exhaust flow path in the downstream direction, an outer edge of a primary exhaust rectification portion extending from the primary exhaust port of the primary exhaust flow path, and a primary exhaust A secondary exhaust port which is opened in a donut shape between the upstream end of a pipe forming a secondary exhaust junction, and a secondary exhaust port which is discharged from the primary exhaust port through the primary exhaust flow path, and further discharged through the primary exhaust port. Primary exhaust gas / secondary exhaust gas where the primary exhaust gas discharged downstream while being rectified by the rectifying section and the secondary exhaust gas discharged from the secondary exhaust port passing through the secondary exhaust passage again merge with each other. It is a merging section, and it is composed of a pipe extending with the same inside diameter as the final exhaust port described later. And, in the vicinity of the most upstream portion thereof, the primary exhaust gas and the secondary exhaust gas which are combined with the high-speed primary exhaust gas which is discharged while being rectified by the primary exhaust rectification portion from the outer peripheral direction while being sucked. An exhaust merging section, a final exhaust port and a final exhaust rectifying section formed on a downstream extension of the primary exhaust / secondary exhaust merging section, and rectify the merged exhaust gas and discharge it to an outside at an appropriate exhaust angle. Exhaust device configured with a final exhaust port and a final exhaust rectification unit for the exhaust gas.