JP2010209704A - Exhaust emission control apparatus - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide an exhaust emission control apparatus capable of protecting a motor actuator from heat generated by exhaust. <P>SOLUTION: The exhaust emission control apparatus includes an exhaust pipe (main pipe 3 and bypass pipe 4) connected to an apparatus body 2 of an exhaust emission control apparatus 1, and a valve V1 (valve V2) equipped on an exhaust pipe (main pipe 3 and bypass pipe 4), configured to be opened and closed by a drive of motor actuator 14 and to be able to change exhaust circulation modes within the exhaust emission control apparatus 1. The exhaust pipe (main pipe 3 and bypass pipe 4) is disposed facing a concave groove 31 upwardly concavely provided on a vehicle body floor 30, a motor actuator 14 is arranged adjacent to the side of the valve V1 (valve V2), and a drive shaft 14c of the motor actuator 14 and a valve shaft 22 of the valve V1 (valve V2) are connected. <P>COPYRIGHT: (C)2010,JPO&INPIT

Description

  The present invention relates to an exhaust emission control device.

Conventionally, the technology described in Patent Document 1 is known as an exhaust purification device.
According to the present invention, the valve is installed in the apparatus main body of the exhaust gas purification apparatus, and the exhaust circulation mode can be changed by opening and closing the valve.

JP 2006-194231 A

  However, in the conventional invention, if the valve shaft of the valve and the drive shaft of the motor actuator are connected in order to open and close the valve by driving the motor actuator, there is a risk that the motor of the motor actuator will break down due to heat from exhaust. It was.

  The present invention has been made to solve the above-mentioned problems, and an object of the present invention is to provide an exhaust purification that can protect a motor actuator from heat due to exhaust while connecting a valve shaft of a valve and a drive shaft of the motor actuator. Is to provide a device.

  According to the first aspect of the present invention, the exhaust pipe connected to the apparatus main body of the exhaust purification apparatus and the exhaust pipe can be opened and closed by driving the motor actuator to change the exhaust flow form in the apparatus main body. Provided with a valve, the exhaust pipe being disposed facing a recessed groove recessed upward in the vehicle body floor, the motor actuator being disposed adjacent to the side of the valve, and a drive shaft of the motor actuator And a valve shaft of the valve are connected.

In this invention, the valve is provided in the exhaust pipe connected to the main body of the exhaust emission control device.
Further, the exhaust pipe is disposed facing a recessed groove formed in the vehicle body floor so as to be recessed upward, and a motor actuator is disposed on the side thereof.
Thereby, a motor actuator can be protected from the heat | fever by the exhaust_gas | exhaustion of both an apparatus main body and an exhaust pipe.

It is a figure explaining the exhaust system by which the exhaust gas purification apparatus of Example 1 was employ | adopted. 1 is a side cross-sectional view of an exhaust emission control device according to a first embodiment. 1 is a top view of an exhaust emission control device according to a first embodiment. 1 is a perspective view of an exhaust purification device of Embodiment 1. FIG. It is a perspective view explaining the connection of the valve shaft of the valve of Example 1, and the drive shaft of a motor actuator. It is a disassembled perspective view explaining the universal joint vicinity of Example 1. FIG. It is a sectional side view explaining the universal joint vicinity of Example 1. FIG. It is sectional drawing in the S8-S8 line | wire of FIG. It is a figure explaining the effect | action of Example 1, and is a figure explaining switching timing (T1). It is a figure explaining the effect | action of Example 1, and is a figure explaining switching timing (T2) and (T4). It is a figure explaining the effect | action of Example 1, and is a figure explaining switching timing (T3). It is a figure explaining the effect | action of Example 1, and is a figure explaining the HC emission of switching timing (T3)-(T4). It is a figure explaining the experimental result of the heat | fever by the exhaust_gas | exhaustion of Example 1. FIG.

  Embodiments of the present invention will be described below with reference to the drawings.

Example 1 will be described below. The exhaust upstream side and the exhaust downstream side are referred to as an upstream side and a downstream side.
First, the overall configuration will be described.
As shown in FIG. 1, the exhaust system of the automobile in which the exhaust purification apparatus of the first embodiment is adopted includes an engine a1, a catalytic converter a2, an exhaust purification apparatus 1, a center muffler a3, and a rear muffler a4 in this order. It is connected via connecting pipes b1 to b4.
The catalytic converter a2 employs a known metal catalyst carrier (see JP 2008-173555 A) or a ceramic catalyst carrier (see JP 2007-192100 A).
In addition, a cell (not shown) penetrating in the axial direction is formed in the catalyst carrier, and the surface of the cell is coated with an exhaust purification catalyst (noble metals: Pt, Pd, Rh, etc.). Yes.

As shown in FIGS. 2 to 4, the exhaust emission control device 1 includes a device main body 2, a main pipe 3, a bypass pipe 4, and the like.
As shown in FIG. 2, the apparatus main body 2 includes a first shell 5, an end plate 6, a second shell 7, baffle plates 8 and 9, an adsorption unit 10, a catalyst unit 11, a diffuser 12, and the like. Is provided.
The first shell 5 is formed in a cylindrical shape, and an outer peripheral portion of a substantially dish-shaped end plate 6 is joined to the upstream opening end portion of the first shell 5 by welding or the like.
The downstream opening end of the first shell 5 is joined to the upstream opening end of the cylindrical second shell 7 by welding or the like over the entire circumference.
The downstream opening end of the second shell 7 is joined to the upstream opening end of the outer cylinder 11a of the catalyst part 11 by welding or the like over the entire circumference.
The downstream opening end of the outer cylinder 11a of the catalyst unit 11 is joined to the upstream opening end of the cylindrical diffuser 12 by welding or the like over the entire circumference.
The cross sections of the first shell 5, the end plate 6, the second shell 7, and the upstream opening ends of the diffuser 12 are formed in an elliptical shape that is flat in the vertical direction, but this is not restrictive.

Inside the first shell 5, substantially dish-shaped baffle plates 8, 9 are provided at predetermined intervals in the longitudinal direction of the first shell 5, and each of these baffle plates 8, 9 is located with respect to the first shell 5. And fixed by spot welding over a plurality of locations on the outer periphery.
As a result, a chamber R1 surrounded by the first shell 5, the end plate 6, and the baffle plate 8 and a chamber R2 surrounded by the first shell 5 and the baffle plates 8, 9 are formed.
A chamber R3 surrounded by the second shell 7, the baffle plate 9, and the catalyst unit 11 is formed.
The baffle plate 8 has a plurality of small holes 8a formed therethrough. Thereby, the chambers R1 and R2 communicate with each other through the small hole 8a.

The suction portion 10 is disposed through both the baffle plates 8 and 9. The adsorbing portion 10 includes a cylindrical outer cylinder 10a and a columnar adsorbing member 10b accommodated in the outer cylinder 10a.
As the adsorbing member 10b, a material in which an adsorbent such as zeolite is coated on the surface of a cell (not shown) penetrating in the axial direction is employed in the same manner as a known adsorbing member (see JP 2009-7947 A). ing.
Thereby, the chambers R1 and R3 are communicated with each other through the cell of the adsorption member 10b.

An inner pipe 13 is disposed through the baffle plates 8 and 9 at positions adjacent to the sides of the suction portion 10.
The downstream end portion of the inner pipe 13 communicates with the chamber R3, while the upstream end portion is bent downward and formed in an annular protruding burring portion 6a formed at the lower center of the end plate 6 (see FIG. 4). It is connected to the.

The catalyst unit 11 includes a cylindrical outer cylinder 11a and a columnar catalyst carrier 11b accommodated in the outer cylinder 11a.
Similar to the catalyst carrier of the catalytic converter a2, the catalyst carrier 11b is obtained by coating an exhaust purification catalyst (noble metals: Pt, Pd, Rh, etc.) on the surface of a cell (not shown) penetrating in the axial direction. It has been adopted.
Thereby, the chamber R3 and the diffuser 12 are communicated with each other through the cell of the catalyst carrier 11b.
The downstream end portion of the diffuser 12 is reduced in diameter, and a flange 12a for communicating with the connection pipe b3 is attached thereto.

As shown in FIGS. 3 and 4, the main pipe 3 is formed in a shape that is bent in a substantially U shape in plan view.
A flange 3a for communicating with the connection pipe b2 is attached to the upstream end of the main pipe 3, while the downstream end is connected to the burring portion 6a. Thereby, the main pipe 3 communicates with the chamber R3 via the inner pipe 13.
The upstream end of the bypass pipe 4 is connected to the upper part of the main pipe 3 in the vicinity of the flange 3a, and is formed in a shape bent in a substantially U shape in plan view in parallel with the upper part of the main pipe 3 from here. Has been.
Further, the downstream end portion of the bypass pipe 4 is connected to an annular protruding burring portion 6 b formed at a position above the penetrating portion of the main pipe 3 of the end plate 6. Thereby, the bypass pipe 4 communicates with the chamber R1.
Further, the bypass pipe 4 is formed with a smaller diameter than the main pipe 3.
In addition, valves V1 and V2 are provided in the middle portion of both pipes 3 and 4 bent in a substantially U shape in plan view, and on the inner side of the pipes 3 and 4 in a substantially U shape in plan view. The motor actuators 14 are respectively provided adjacent to the sides of the valves V1 and V2.
Since the valve V2 and the motor actuator 14 corresponding to the valve V2 have the same structure as the valve V1 and the motor actuator 14 corresponding to the valve V1, the same parts are denoted by the same reference numerals and description thereof is omitted. To do.

As shown in FIG. 5, a so-called butterfly valve is used as the valve V1.
Specifically, the valve body 20 of the valve V <b> 1 is formed in a disc shape and is accommodated in a cylindrical adapter portion 21.
A valve shaft 22 penetratingly arranged so as to be rotatable in the direction around the axis with respect to the adapter portion 21 is fixed to the front and back one side of the valve body 20.
One end of the valve shaft 22 is slidably fixed to a bearing portion 23 (see FIG. 3) projecting outward from the adapter portion 21, while the other end is connected to a universal joint 24.

As shown in FIGS. 6 and 7, the universal joint 24 includes a first yoke 24a, a second yoke 24d and a third yoke 24e connected to both ends of the first yoke 24a via frames 24b and 24c, respectively. Is provided.
One end of the second yoke 24d is connected and fixed to one end of the drive shaft 14c of the motor actuator 14 by a pin 24f, and one end of the third yoke 24e is connected and fixed to the valve shaft 22 of the valve V1 by a pin 24g. .
The other ends of the second yoke 24d and the third yoke 24e are connected to the corresponding tops 24b and 24c, respectively, by pins 24h and 24i so as to be rotatable in one plane.
The tops 24b and 24c are connected to both ends of the first yoke 24a so as to be rotatable in orthogonal planes orthogonal to one direction planes of the second and third yokes 24d and 24k, respectively. ing.
The tip of each pin 24j, 24k is fitted and fixed to the center of the pin 24h, 24i inside the corresponding piece 24b, 24c, and the pins 24m, 24n are press-fitted and fixed to prevent the pins 24j, 24k from coming off. Has been. That is, the pins 24j and 24k are fitted with the corresponding pins 24h and 24i, respectively, and are assembled in a substantially cross shape in the frames 24b and 24c.

On the outer periphery of the universal joint 24, a dust boot 15 formed in a bellows cylinder shape with a flexible rubber material or the like is attached.
Both end openings 15a and 15a of the dust boot 15 are fixed to the corresponding second yoke 24d and third yoke 24e, respectively, while the central portion 15b is in contact with and locked to the outer peripheral surface of the first yoke 24a. . This prevents dust from entering the rotating portion of the universal joint 24.

  As shown in FIG. 5, the motor actuator 14 of the valve V1 includes a motor 14a that simplifies the illustration, a case 14b that accommodates a cam gear (not shown) connected to the rotating shaft of the motor 14a, and the cam gear. The above-mentioned drive shaft 14c connected to the motor 14a via is provided.

As shown in FIGS. 3 and 4, the adapter portions 21 of the valves V <b> 1 and V <b> 2 are interposed as so-called tube sockets at predetermined positions of the corresponding main pipe 3 or bypass pipe 4.
The case 14b of each motor actuator 14 of the valves V1 and V2 is fixedly supported by the corresponding main pipe 3 or bypass pipe 4 via a bracket 16.
Specifically, the bracket 16 is formed in a shape in which a plate material is refracted into a substantially U shape.
Further, the front ends of the opposite U-shaped opposite side walls 16a and 16b of the bracket 16 are fixed to the opposite side positions of the valves V1 and V2 of the corresponding main pipe 3 or bypass pipe 4, respectively.
The case 14b of each motor actuator 14 is fixed to the outside of the coupling wall 16c with a plurality of bolts B1 with the drive shaft 14c passing through the coupling wall 16c of the bracket 16.
In the valve V1, when the motor 14a of the motor actuator 14 is driven from the fully opened state of FIG. 5, the drive shaft 14c rotates around the axis together with the universal joint 24 via the cam gear.
Accordingly, the valve shaft 22 gradually rotates together with the valve main body 20 via the universal joint 24, and the outer peripheral portion of the valve main body 20 is located on the inner peripheral surface of the adapter portion 21 at a position rotated approximately 90 degrees from the position of FIG. By abutting over the entire circumference, the valve V1 is fully closed.
Further, when the drive shaft 14c rotates backward from this state and returns to the original position, the valve V1 is again fully opened.

Further, as shown in FIG. 1, the driving operation of each motor actuator 14, that is, the opening / closing operation of the valves V1, V2, is controlled by a control unit 17 electrically connected to each motor 14a.
The control unit 17 is also electrically connected to an ECU 18 (Engine Control Unit) and temperature sensors 19a and 19b capable of detecting the surface temperature or the atmospheric temperature of the adsorption member 10b and the catalyst carrier 11b.

Further, as shown in FIG. 8, the main pipe 3 and the bypass pipe 4 are arranged in a state of facing a recessed groove 31 that is recessed upward from the vehicle body floor 30. The recessed groove 31 extends along the longitudinal direction of the main pipe 3, the bypass pipe 4, and the exhaust purification device 1.
Further, the actuator 14 of the valve V2 is arranged adjacent to the side of the bypass pipe 4, specifically, the side slightly obliquely below. On the other hand, the actuator 14 of the valve V1 is arranged adjacent to the side of the main pipe 3.
Normally, the recessed groove 31 is constituted by an under cover of the vehicle body floor 30.
In addition, although the material of each structural member described above is made of metal unless otherwise specified, it can be appropriately set to be made of resin or other material depending on the part.

Next, the operation will be described.
<Exhaust purification action>
Next, the exhaust purification action will be described. 9 to 11, the installation positions of the valves V1 and V2 are simplified for the sake of explanation.

In the exhaust emission control device 1, the control unit 17 controls the valves V1, V2 as shown in Table 1 from the start of the engine a1 based on the operating state of the engine a1 from the ECU 18 and the detection results of the temperature sensors 19a, 19b. Controls opening and closing operations.

(Switching timing T1)
First, the valve V1 of the main pipe 3 is closed while the valve V2 of the bypass pipe 4 is opened until the temperature of the exhaust gas rises from the start of the engine a1 until the adsorption member 10b reaches the separation temperature.
The separation temperature of the adsorbing member 10b is generally 250 ° C. (= detection result of the temperature sensor 19a) or higher.
As a result, as shown in FIG. 9, the entire amount of exhaust gas (shown by broken lines in the figure) is caused to flow from the bypass pipe 4 into the chamber R <b> 1 and then passed through the adsorption member 10 b.
Thereafter, the exhaust gas that has passed through the adsorbing member 10b flows into the chamber R3, and then passes through the catalyst carrier 11b to be discharged downstream from the diffuser 12.
At this time, the adsorbing member 10b adsorbs hydrocarbons in the exhaust gas passing therethrough.
Further, since the exhaust gas temperature is low, the catalyst carrier of the catalytic converter a2 and the catalyst carrier 11b of the catalyst unit 11 do not function (see Table 1).
Therefore, when the engine a1 is started, it is possible to prevent the hydrocarbons in the exhaust from being released into the atmosphere while the catalyst carrier of the catalytic converter a2 and the catalyst carrier 11b are not functioning.

(Switching timing T2)
Next, the valve V1 of the main pipe 3 is opened while the valve V2 of the bypass pipe 4 is closed until the adsorbing member 10b reaches the desorption temperature and the catalyst carrier 11b reaches the activation temperature.
The activation temperature of the catalyst carrier 11b is generally 350 ° C. or higher (= detection result of the temperature sensor 19b).
As a result, as shown in FIG. 10, the entire amount of exhaust gas (shown by broken lines in the figure) flows into the chamber R3 from the main pipe 3 and the inner pipe 13, and then passes through the catalyst carrier 11b and is discharged downstream. .
At this time, the catalyst carrier of the catalytic converter a2 is at the activation temperature, and the hydrocarbons in the exhaust gas can be purified by the catalyst carrier of the catalytic converter a2 (see Table 1).

(Switching timing T3)
Next, both the valves V1 and V2 are kept open until the adsorption member 10b finishes detachment after the catalyst carrier 11b reaches the activation temperature.
Note that the end of the removal of the adsorbing member 10b is a predetermined time after the valve V2 is opened. Alternatively, a sensor for measuring the hydrocarbon concentration may be provided for detection in the chamber R2, or the amount of hydrocarbon remaining in the adsorbing member 10b may be estimated and determined based on a signal from the ECU 18.
As a result, as shown in FIG. 11, exhaust gas flows into both the bypass pipe 4 and the main pipe 3, passes through the catalyst carrier 11 b, and then is discharged downstream.
At this time, the adsorbed hydrocarbon is separated from the adsorbing member 10b and discharged downstream.
Further, the catalyst carrier 11b, after purifying harmful components in the exhaust gas passing through the bypass pipe 4 and the main pipe 3 (HC, CO, Nox, etc.) harmless components _(CO 2, _{H 2} O, etc.), downstream (See Table 1).

(Switching timing T4)
Next, after the adsorbing member 10b ends, the valve V1 of the main pipe 3 is opened while the valve V2 of the bypass pipe 4 is closed.
As a result, as shown in FIG. 10, the entire amount of exhaust gas (shown by broken lines in the figure) flows from the main pipe 3 into the chamber R3, then passes through the catalyst carrier 11b and is discharged downstream.
At this time, the hydrocarbons of the adsorbing member 10b are in an initial state where they are completely separated.
Further, the catalyst carrier 11b, after purifying harmful components in the exhaust gas passing through the bypass pipe 4 and the main pipe 3 (HC, CO, Nox, etc.) harmless components _(CO 2, _{H 2} O, etc.), downstream (See Table 1).
Therefore, the exhaust does not pass through the adsorption member 10b via the bypass pipe 4, and the durability of the adsorption member 10b can be improved.
Moreover, the coating amount of the adsorption member 10b such as zeolite and the catalyst amount of the catalyst carrier can be reduced, and the single unit cost can be kept low.
Further, when the vehicle normally travels after completion of the separation of the adsorption member 10b, there is no need to allow exhaust to pass through the adsorption member 10b having a relatively large ventilation resistance, and the exhaust resistance can be reduced and the output can be improved.
As described above, in the exhaust gas purification apparatus 1 according to the first embodiment, the exhaust gas circulation mode is changed depending on the open / closed state of the valves V1, V2.

Next, FIG. 12 shows the results obtained through experiments and the like in relation to the time (Time) and the hydrocarbon emission amount (HC Emission) at the switching timings T1 to T4 described above.
As shown in FIG. 12, the inventive product of Example 1 can keep the amount of hydrocarbons discharged before the catalyst carrier 11b is activated at the switching timing T3 described above low.

<About silencing action>
Next, the silencing action will be described. In the first embodiment, the chamber R1 and the chamber R2 are in communication with each other through the small hole 8a of the baffle plate 8.
When the exhaust gas flows into the bypass pipe 4 at the switching timings T1 and T3 described above, the energy of the exhaust noise that has flowed into the chamber R2 enters the chamber R2 via the small hole 8a and resonates, thereby causing the chamber to resonate. R2 can function as a resonance chamber, and exhaust noise can be reduced.
Here, the resonance frequency of the chamber R2 can be appropriately set by setting the volume of the chamber R2.
For example, in the case of the above-described switching timing T3 in which the exhaust branches into the main pipe 3 and the bypass pipe 4 and merges again, it is estimated that the exhaust noise due to the transmitted sound will increase.
Alternatively, the resonance chamber is suitable for reducing the occurrence of so-called booming noise that occurs when the engine starts at a low speed of 2000 rpm or less, such as immediately after the start of the engine or during idling, and this situation causes exhaust gas to flow into the bypass pipe 4. In the case of the switching timing T1 described above, since the conditions match, the setting is made according to this characteristic.
Further, in the first embodiment, when the exhaust gas flows into the chamber R1 from the bypass pipe 4 or when it flows into the chamber R3 from the main pipe 3, the noise reduction performance can be improved by the energy attenuation of the exhaust noise due to the expansion action.

<Error tolerance between motor actuator and valve>
Next, the error tolerance operation of the motor actuator and the valve will be described. The drive shaft 14c of the motor actuator 14 and the valve shaft 22 of the valve V1 (valve V2) are not necessarily assembled on the same axis, and an error may occur.
This error is caused by the occurrence of parts manufacturing errors and assembly errors of peripheral members including the motor actuator 14 and the valve (valve V2).
On the other hand, in the first embodiment, the drive shaft 14c of the motor actuator 14 and the valve shaft 22 of the valve V1 (valve V2) are connected via the universal joint 24. Therefore, the shafts 14 and 22 are allowed to be displaced. it can.

<About reduction of parts and assembly man-hours>
Next, the effect of reducing the number of parts will be described. Since the opening / closing operation of the valve V1 (valve V2) is performed by driving the motor actuator 14, the valve body is biased in the closing direction as compared with the case where the motor actuator is installed in the trunk room and the valve is opened / closed via the wire. Torsion springs and wires can be omitted, and the number of parts can be reduced.
Therefore, the process of assembling the wire to the valve and the motor actuator after the motor actuator is assembled in the trunk room as in the conventional invention becomes unnecessary. Further, since the wire expands and contracts depending on the temperature, the difference in opening and closing response becomes larger as it extends, and adjustment is necessary, but this is also unnecessary.

<About the action of speeding up the valve>
Next, the action of increasing the operating speed of the valves V1, V2 will be described. Since the universal joint 24 can react almost linearly to the operation of the motor actuator 14, the operating speed of the valves V1 and V2 can be increased and the reactivity is good.

<Inhibition of heat transfer to motor actuator>
Next, the effect of suppressing heat transfer to the motor actuator 14 will be described. The universal joint 24 is composed of a plurality of parts, and since the contact area between the parts is small, it is possible to prevent the heat due to the exhaust on the valve shaft 22 side from being transmitted to the motor 14a side. Can protect.
In addition, heat due to the exhaust gas radiated from the main pipe 3 or the bypass pipe 4 to the motor 14a of the motor actuator 14 can be shielded by the coupling wall 16c of the bracket 16, and the motor 14a can be protected.

Further, instead of providing a valve in the apparatus main body of the exhaust purification apparatus as in the conventional invention, in the first embodiment, the valves V1 and V2 are provided in the main pipe 3 and the bypass pipe 4 connected to the apparatus main body 2. Therefore, it is possible to prevent the adverse effect of the motor 14a from the heat generated by the exhaust of the apparatus main body 2, and to protect the motor 14a.
Further, since the motor actuator 14 is arranged adjacent to the side of the bypass pipe 4 (main pipe 3) obliquely below, heat received by the motor actuator 14 from the bypass pipe 4 (main pipe 3) can be reduced, and the motor The actuator 14 can be protected.

Here, the result of having measured the ambient temperature in which the valve V2 of the bypass pipe 4 was provided by experiment is shown in FIG. In the experiment, the temperature of the exhaust gas (shown by a thick line in FIG. 13) is raised to around 800 to set the ambient temperature at 75 mm above the bypass pipe 4 (shown by the dashed line in FIG. 13) and the side 75 mm of the bypass pipe 4. The atmospheric temperature (shown with a broken line in FIG. 13) was measured. As a result, when the exhaust gas reached about 800 ° C., the ambient temperature at the 75 mm position above the bypass pipe 4 was around 172.48 ° C., and the ambient temperature at the side 75 mm of the bypass pipe 4 was around 97.96 ° C. . Therefore, when the motor actuator 14 is arranged on the side of the bypass tube 4, a temperature drop of about 43% can be realized as compared with the case where the motor actuator 14 is arranged on the upper side.
In particular, as shown in FIG. 8, when the motor actuator 14 is disposed facing the recessed groove 31 that is recessed upward from the vehicle body floor 30, there is a temperature difference between the upper side and the side of the bypass pipe 4. Since it is large, a remarkable effect can be obtained.

<For preventing dust from entering the universal joint>
Next, the dust entry preventing action to the universal joint 24 will be described. Since the bellows-like dust boot 15 covering the outer periphery of the universal joint 24 is provided, it is possible to prevent dust from entering the rotating portion of the universal joint 24.

<Vibration prevention action of universal joint>
The vibration preventing action of the universal joint 24 will be described. The dust boot 15 has openings at both ends 15a, 15a fixed to the second yoke 24d and the third yoke 24e, respectively, and a central portion 15b abuttingly locked to the first yoke 24a. Vibration generated during movement can be absorbed by the elasticity of the dust boot 15.

<About arrangement of main pipe and bypass pipe>
In the first embodiment, since the small-diameter bypass pipe 4 having a smaller exhaust flow amount than the main pipe 4 is disposed above the main pipe 3, it is possible to reduce the flow and stagnation of hot air due to the exhaust in the recessed groove 31. Thus, the influence of heat applied to the actuator 14 of the valve V2 of the bypass pipe 4 can be reduced. In addition, the influence of heat on the vehicle body side can be reduced.
Further, since the actuator 14 of the valve V1 of the main pipe 3 is cooled by the vehicle traveling wind, the influence of heat due to the exhaust of the main pipe 3 can be reduced.

Next, the effect of Example 1 is described with (1)-(10) corresponding to Claims 1-10.
(1) An exhaust pipe (main pipe 3 and bypass pipe 4) connected to the apparatus body 2 of the exhaust purification apparatus 1 and an exhaust pipe (main pipe 3 and bypass pipe 4) are opened and closed by driving a motor actuator 14. A concave groove that is provided with a valve V1 (valve V2) that operates and can change the exhaust flow configuration in the exhaust purification device 1 and that has an exhaust pipe (main pipe 3 and bypass pipe 4) recessed upward in the vehicle body floor 30. The motor actuator 14 is disposed adjacent to the side of the valve V1 (valve V2), and the drive shaft 14c of the motor actuator 14 and the valve shaft 22 of the valve V1 (valve V2) are disposed. Connected.
Thus, the motor actuator 14 can be protected from heat due to exhaust while the drive shaft 14c of the motor actuator 14 and the valve shaft 22 of the valve V1 (valve V2) are connected.

(2) The drive shaft 14c of the motor actuator 14 and the valve shaft 22 of the valve V1 (valve V2) are connected via a universal joint 24.
As a result, the shaft misalignment of both shafts 14c and 22 can be allowed, the response of the valve V1 (valve V2) can be improved, and the motor actuator 14 can be protected.

(3) The universal joint 24 includes a first yoke 24a, and a second yoke 24d and a third yoke 24e connected to both ends of the first yoke 24a via frames 24b and 24c, respectively. One end of one yoke 24d of the 24d or the third yoke 24e is connected to the drive shaft 14c of the motor actuator 14, while one end of the other yoke 24e is connected to the valve shaft 22 of the valve V1 (valve V2). The other ends of 24d and the third yoke 24e are connected to the corresponding pieces 24b and 24c so as to be rotatable in one direction, and the respective pieces 24b and 24c are respectively connected to both ends of the first yoke 24a. The two yokes 24d are connected so as to be rotatable in an orthogonal plane orthogonal to one direction plane.
As a result, even when the shafts 14c and 22 are mounted with a large axial displacement, the rotation of the drive shaft 14c can be smoothly transmitted to the valve shaft 22.

(4) A bellows cylindrical dust boot 15 is provided on the outer periphery of the universal joint 24.
Thereby, it is possible to prevent dust from entering the rotating portion of the universal joint 24.

(5) Both end openings 15a and 15a of the dust boot 15 are fixed to the second yoke 24d and the third yoke 24e, respectively, and the central portion 15b of the dust boot 15 is brought into contact with and locked to the first yoke 24a.
Thereby, the vibration generated when the universal joint 24 is rotated can be absorbed by the elastic force of the dust boot 9.

(6) The bracket 16 is provided with a heat shield (coupling wall 16c) capable of reducing heat transmitted from the exhaust pipe (main pipe 3 and bypass pipe 4) to the main body (motor 14a) of the motor actuator 14.
Thereby, the main-body part (motor 14a) of the motor actuator 14 can be protected.

(7) The exhaust pipe (the main pipe 3 and the bypass pipe 4) is branched and connected to the main pipe 3 that leads the exhaust to the catalyst unit 11 of the exhaust purification apparatus 1, and the exhaust pipe 1 is connected to the exhaust purification apparatus 1. The bypass pipe 4 that guides exhaust gas to the catalyst section 11 through the adsorption section 10 of the exhaust purification apparatus 1 is provided. Both the main pipe 3 and the bypass pipe 4 are provided with a valve V1 (valve V2) and a motor actuator 14, respectively. From when the engine is started until the adsorption member 10b reaches the separation temperature as the exhaust gas temperature rises, the valve V1 of the main pipe 3 is closed while the valve V2 of the bypass pipe 4 is opened, and the separation temperature of the adsorption unit 10 is maintained. Until the catalyst part 11 reaches the activation temperature, the valve V1 of the main pipe 3 is opened while the valve V2 of the bypass pipe 4 is closed, and the adsorption part 10 is detached after the catalyst part 11 reaches the activation temperature. Until both ends V1, and both open states V2, after the suction unit 10 has completed the withdrawal, while opening the valve V1 of the main pipe 3, it was decided to closed the valve V2 of the bypass pipe 4.
Thereby, after completion | finish of detachment | leave of the adsorption | suction member 10b, exhaust_gas | exhaustion does not pass through the adsorption | suction member 10b via the bypass pipe 4, and it can improve durability of the adsorption | suction member 10b.

(8) The exhaust purification device 1 is provided with a silencer (chamber R2) capable of reducing exhaust noise.
Thereby, the exhaust emission control device 1 can also be used as a silencer.

(9) The muffler (chamber R2) functions when exhaust flows into the bypass pipe 4.
Thereby, after exhaust gas branches into the main pipe 3 and the bypass pipe 4, exhaust noise generated when the exhaust gas merges again on the upstream side of the catalyst carrier can be reduced.

(10) The silencer (chamber R2) is a resonance chamber.
Thereby, exhaust noise can be reduced by relatively simple tuning. In addition, the resonance chamber is suitable for reducing the generation of so-called booming noise that is likely to occur when the engine is running at a low speed immediately after starting the engine or during idling. It is easy to match and is suitable.

Although the embodiments have been described above, the present invention is not limited to the above-described embodiments, and design changes and the like within the scope not departing from the gist of the present invention are included in the present invention.
For example, the structure of the device main body 2 of the exhaust purification device 1 can be set as appropriate.
Further, in the first embodiment, the temperature of the adsorbing member 10b and the catalyst carrier 11b is directly detected by the temperature sensors 19a and 19b. However, the temperature may be detected by using various other sensors or estimated based on information from the ECU 18. You may do it.

a1 Engine a2 Catalytic converter a3 Center muffler a4 Rear muffler b1, b2, b3, b4 Connection pipe B1 Bolts R1, R2, R3 Chamber V1, V2 Valve 1 Exhaust gas purification device 2 Device body 3 Main tube 3a, 12a Flange 4 Bypass tube 5 1st Shell 6 End plate 6a, 6b Burring part 7 Second shell 8, 9 Baffle plate 10 Adsorption part 10a Outer cylinder 10b Adsorption member 11 Catalyst part 11a Outer cylinder 11b Catalyst carrier 12 Diffuser 13 Inner pipe 14 Motor actuator 14a Motor 14b Case 14c Drive Shaft 15 Dust boot 15a Both ends opening 15b Central part 16 Brackets 16a, 16b Side wall 16c Connection wall 17 Control part 18 ECU
19a, 19b Temperature sensor 20 Valve body 21 Adapter portion 22 Valve shaft 23 Bearing portion 24 Universal joint 24a First yoke 24b, 24c Top 24d Second yoke 24e Third yoke 24f, 24g, 24h, 24i, 24j, 24k, 24m, 24n pin

Claims (10)

An exhaust pipe connected to the main body of the exhaust purification device;
A valve provided in the exhaust pipe, capable of opening and closing by driving a motor actuator and changing an exhaust flow form in the apparatus body;
The exhaust pipe is disposed facing a recessed groove that is recessed upward in the vehicle body floor,
An exhaust emission control device, wherein the motor actuator is disposed adjacent to a side of the valve, and a drive shaft of the motor actuator and a valve shaft of the valve are connected. The exhaust emission control device according to claim 1,
An exhaust emission control device, wherein a drive shaft of the motor actuator and a valve shaft of the valve are connected via a universal joint. The exhaust emission control device according to claim 2,
The universal joint is composed of a first yoke and a second yoke and a third yoke respectively connected to both end portions of the first yoke via frames.
One end of one yoke of the second yoke or the third yoke is connected to the drive shaft of the motor actuator, while one end of the other yoke is connected to the valve shaft of the valve,
The other ends of the second yoke and the third yoke are connected to the corresponding pieces so as to be rotatable in one direction plane,
An exhaust emission control device, wherein each of the frames is connected to both end portions of the first yoke so as to be rotatable in an orthogonal plane orthogonal to one direction plane of the second yoke. The exhaust emission control device according to any one of claims 1 to 3,
An exhaust gas purification apparatus comprising a bellows-shaped dust boot on the outer periphery of the universal joint. The exhaust emission control device according to claim 4,
Fixing both end openings of the dust boot to the second yoke and the third yoke,
An exhaust emission control device characterized in that a central portion of the dust boot is abutted and locked to a first yoke. The exhaust emission control device according to any one of claims 1 to 5,
Fixing the motor actuator to the exhaust pipe via a bracket;
An exhaust emission control device, wherein the bracket is provided with a heat shield portion capable of reducing heat transmitted from the exhaust pipe to the main body of the motor actuator. The exhaust emission control device according to any one of claims 1 to 6,
A main pipe for guiding the exhaust pipe to the catalyst section in the apparatus body;
A bypass pipe for branching from the main pipe and leading exhaust to the catalyst section via an adsorption section in the apparatus main body,
The valve and the motor actuator are provided in both the main pipe and the bypass pipe,
From the time when the engine is started until the adsorbing member reaches the separation temperature as the exhaust gas temperature rises, the main pipe valve is closed while the bypass pipe valve is opened.
From the desorption temperature of the adsorption part until the catalyst part reaches the activation temperature, the valve of the main pipe is opened while the valve of the bypass pipe is closed,
From the time when the catalyst part reaches the activation temperature until the adsorption part finishes detachment, both valves are opened,
After the adsorbing part finishes detachment, the exhaust purification device is characterized in that the valve of the main pipe is opened while the valve of the bypass pipe is closed. The exhaust emission control device according to claim 7,
An exhaust emission control device comprising a silencer capable of reducing exhaust noise in the device main body. The exhaust emission control device according to claim 8,
The silencer functions when the exhaust gas flows into the bypass pipe. The exhaust emission control device according to claim 9, wherein
An exhaust emission control device characterized in that the silencer is a resonance chamber.

Images