JP2015222050A - Internal combustion engine exhaust system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide an internal combustion engine exhaust system in which an exhaust passage upstream of an exhaust purification catalyst is curved, capable of appropriately setting the temperature of the exhaust purification catalyst to be equal to or higher than an activation temperature.SOLUTION: An internal combustion engine exhaust system applied to an engine system 100 comprises: a first exhaust passage 57 through which exhaust gas discharged from an engine body 1 passes and that includes a curved portion 56f halfway on the passage 57; an exhaust purification catalyst 6 to which the exhaust gas is supplied from this first exhaust passage 57 and that purifies the exhaust gas; and a second exhaust passage 58 through which the exhaust gas flowing from this exhaust purification catalyst 6 passes, a housing 58b that is configured to surround at least part of the exhaust purification catalyst 6 and the curved portion 56f of the first exhaust passage 57 and through which the exhaust gas flowing from the exhaust purification catalyst 6 passes being provided halfway on the second exhaust passage 58.

Description

  The present invention relates to an exhaust system for an internal combustion engine, and more particularly to an exhaust system for an internal combustion engine that processes exhaust gas discharged from the internal combustion engine.

  Conventionally, an exhaust purification catalyst such as a three-way catalyst, an oxidation catalyst, or a lean NOx trap catalyst having a function of purifying exhaust gas generated by combustion has been provided on an exhaust passage of an internal combustion engine applied to a vehicle or the like. Yes. Such an exhaust purification catalyst is activated when its temperature is equal to or higher than a predetermined temperature (hereinafter referred to as “activation temperature”), and an appropriate exhaust purification function is exhibited. However, at the time of cold start or the like, the temperature of the exhaust gas supplied to the exhaust purification catalyst is low, so that the exhaust purification catalyst hardly reaches the activation temperature. On the other hand, lean combustion may be performed from the viewpoint of improving fuel efficiency. However, in lean combustion, the combustion temperature is low and the exhaust gas temperature is low, so that the exhaust purification catalyst is unlikely to reach the activation temperature or higher.

  For this reason, various controls and structures have been conventionally proposed in which the exhaust purification catalyst is set to an activation temperature or higher. For example, in Patent Document 1, a high-temperature exhaust gas is filled around the exhaust purification catalyst by using an exhaust passage that surrounds the exhaust purification catalyst and is provided with an exhaust gas that is purified by the exhaust purification catalyst. Technology is disclosed. In this technique, the exhaust purification catalyst is kept warm by the exhaust gas filled around the exhaust purification catalyst, thereby improving the exhaust purification efficiency.

JP 2003-28008 A

  By the way, the exhaust passage upstream of the exhaust purification catalyst may be curved from the viewpoint of improving per gas per unit of the exhaust purification catalyst or making the exhaust system compact. In such a curved exhaust passage, compared to a straight exhaust passage, the amount of heat released from the exhaust gas when passing through the exhaust passage is large, and the exhaust gas temperature tends to decrease. Therefore, it becomes difficult to set the exhaust purification catalyst to an activation temperature or higher. Thus, in an exhaust system in which the exhaust passage upstream of the exhaust purification catalyst is curved, even if an exhaust passage surrounding the exhaust purification catalyst as described in Patent Document 1 is applied, the exhaust purification catalyst is appropriately activated. It is thought that it is not enough to make it above the temperature.

  The present invention has been made to solve the above-described problems of the prior art, and in an exhaust system for an internal combustion engine in which an exhaust passage upstream of the exhaust purification catalyst is curved, the exhaust purification catalyst is appropriately set to an activation temperature or higher. The purpose is to.

In order to achieve the above object, the present invention provides an exhaust system for an internal combustion engine that processes exhaust gas discharged from the internal combustion engine, and the exhaust gas discharged from the internal combustion engine passes through and is curved on the passage. A first exhaust passage having a portion, an exhaust purification catalyst that is connected to a downstream end of the first exhaust passage and purifies exhaust gas, and an exhaust gas that is connected to the downstream side of the exhaust purification catalyst and flows out of the exhaust purification catalyst A second exhaust passage through which the exhaust gas passes and surrounds at least a part of the exhaust purification catalyst and the curved portion of the first exhaust passage on the passage of the second exhaust passage, and exhaust gas flowing out from the exhaust purification catalyst A housing portion is provided that passes through at least a part of the exhaust purification catalyst and the curved portion of the first exhaust passage.
In the present invention thus configured, the housing provided on the second exhaust passage through which the exhaust gas from the exhaust purification catalyst passes, the curved portion of the first exhaust passage having a large heat radiation amount of the exhaust gas passing therethrough. Since it is surrounded by the portion, the exhaust gas whose temperature has been raised by the catalytic reaction of the exhaust purification catalyst can be passed around the curved portion, and heat radiation at the curved portion can be appropriately suppressed. That is, a decrease in the exhaust gas temperature at the curved portion can be appropriately suppressed.
Also, since the curved portion of the first exhaust passage as described above exchanges heat with the exhaust gas passing around the curved portion with high efficiency, that is, the heat of the exhaust gas within the housing portion is highly efficient with the exhaust gas within the curved portion. Therefore, when the exhaust gas whose temperature has increased due to the catalytic reaction in the exhaust purification catalyst is passed around the curved portion, the heat of the exhaust gas whose temperature has increased is transmitted to the exhaust gas in the curved portion with high efficiency. The exhaust gas temperature in the curved portion can be appropriately raised. As a result, the temperature of the exhaust gas supplied from the first exhaust passage to the exhaust purification catalyst can be raised, and the exhaust purification catalyst can be appropriately brought to the activation temperature or higher. In the present invention, since the housing portion of the second exhaust passage surrounds a part of the exhaust purification catalyst in addition to the curved portion of the first exhaust passage, the exhaust purification catalyst can be kept warm, and the exhaust purification catalyst can be kept warm. The temperature drop of the catalyst can be appropriately suppressed.

In the present invention, preferably, the first exhaust passage has an exhaust manifold extending from an exhaust port of the internal combustion engine, and the housing portion of the second exhaust passage surrounds the exhaust manifold of the first exhaust passage, and from the exhaust purification catalyst. The exhaust gas that has flowed out is allowed to pass outside this exhaust manifold.
In the present invention configured as described above, not only the curved portion of the first exhaust passage but also the exhaust of the first exhaust passage is provided by the housing provided on the second exhaust passage through which the exhaust gas from the exhaust purification catalyst passes. The exhaust gas that surrounds the manifold and passes through the exhaust manifold is heated by the catalytic reaction of the exhaust purification catalyst, so the temperature of the exhaust gas supplied from the first exhaust passage to the exhaust purification catalyst is effectively increased. Can be made. Therefore, the exhaust purification catalyst can be effectively reached the activation temperature.
Further, according to the present invention, since the temperature of the exhaust gas in the first exhaust passage can be effectively increased in this way, the exhaust gas whose temperature has increased by performing so-called internal EGR (Exhaust Gas Recirculation). Gas can be reintroduced into the combustion chamber from the exhaust port side. Therefore, combustion stability in a low rotation light load region or the like can be improved. In addition, for example, when performing lean combustion in which combustion is likely to become unstable, the exhaust gas whose temperature has increased in this way is reintroduced into the combustion chamber by internal EGR, thereby increasing the temperature of the combustion chamber, Combustion stability in lean combustion can be improved.

In the present invention, preferably, a third exhaust passage connected to the downstream side of the exhaust purification catalyst, through which the exhaust gas flowing out from the exhaust purification catalyst passes, and a third exhaust passage different from the second exhaust passage and outflowed from the exhaust purification catalyst. And a switching valve that switches a passage through which the exhaust gas passes between the second exhaust passage and the third exhaust passage.
In the present invention thus configured, the switching valve is used to switch the passage through which the exhaust gas flowing out from the exhaust purification catalyst passes between the second exhaust passage and the third exhaust passage. It is possible to switch whether or not the exhaust gas that has passed through and whose temperature has increased is allowed to pass around the exhaust purification catalyst. Thereby, for example, heat deterioration of the exhaust purification catalyst can be appropriately prevented.

In the present invention, preferably, when the exhaust gas temperature is lower than a predetermined temperature, the switching valve is controlled so that the exhaust gas flowing out from the exhaust purification catalyst passes through the second exhaust passage, and the exhaust gas temperature is When the temperature is equal to or higher than the predetermined temperature, there is a control means for controlling the switching valve so that the exhaust gas flowing out from the exhaust purification catalyst passes through the third exhaust passage.
In the present invention configured as described above, when the exhaust gas temperature is equal to or higher than a predetermined temperature, the switching valve is controlled so that the exhaust gas passes only through the third exhaust passage and does not flow into the second exhaust passage. Therefore, it is possible to appropriately inhibit the exhaust gas whose temperature has risen through the exhaust purification catalyst from passing around the exhaust purification catalyst. As a result, it is possible to prevent thermal deterioration of the exhaust purification catalyst caused by the exhaust gas having passed through the exhaust purification catalyst and having increased in temperature around the exhaust purification catalyst. In addition, unnecessary pressure loss due to complicated exhaust passage configuration can be suppressed, fuel consumption deterioration can be suppressed, and exhaust pulsation that should be used to take in a lot of intake air can no longer be used (for attenuation and reversal) Can be prevented.

In the present invention, preferably, the passage on the upstream side of the curved portion in the first exhaust passage has a venturi structure configured to cause an ejector effect due to negative pressure.
In the present invention configured as described above, in the first exhaust passage configured to exhibit the ejector effect due to the negative pressure, the flow rate of the exhaust gas becomes high, and thus the amount of heat radiation at the curved portion tends to increase. However, by surrounding the curved portion of the first exhaust passage with the housing portion of the second exhaust passage, heat dissipation at the curved portion can be effectively suppressed.

  According to the exhaust system for an internal combustion engine of the present invention, the exhaust purification catalyst can be appropriately brought to the activation temperature or higher in a system in which the exhaust passage upstream of the exhaust purification catalyst is curved.

1 is a schematic configuration diagram of an engine system to which an exhaust device for an internal combustion engine according to an embodiment of the present invention is applied. 2A is a plan view showing in more detail the shapes of the independent exhaust passage, the common exhaust passage, and the collecting pipe included in the exhaust system according to the embodiment of the present invention. FIG. 2B is a plan view of FIG. It is a perspective view of the part shown by. FIG. 3 is a perspective view of an exhaust system including a second exhaust passage according to the first embodiment of the present invention. 4A is a top view of the exhaust system including the second exhaust passage according to the first embodiment of the present invention (a top view seen from the direction of arrow A21 in FIG. 3), and FIG. FIG. 4 is a front view of the exhaust system including the second exhaust passage according to the first embodiment of the present invention (front view seen from the direction of arrow A22 in FIG. 3), and FIG. 4C is a view in FIG. It is sectional drawing seen along the C1-C1 line. FIG. 6 is a perspective view of an exhaust system including a second exhaust passage according to a second embodiment of the present invention. FIG. 6A is a front view of an exhaust system including a second exhaust passage according to the second embodiment of the present invention (a front view seen from the direction of arrow A3 in FIG. 5), and FIG. It is the fragmentary sectional view seen along the B2-B2 line in Drawing 6 (A), and Drawing 6 (C) is the sectional view seen along the C2-C2 line in Drawing 6 (A).

  Hereinafter, an internal combustion engine exhaust system according to an embodiment of the present invention will be described with reference to the accompanying drawings.

[First Embodiment]
First, an exhaust system for an internal combustion engine according to a first embodiment of the present invention will be described.

  With reference to FIG. 1, the overall configuration of an exhaust system for an internal combustion engine according to a first embodiment of the present invention will be described. FIG. 1 is a schematic configuration diagram of an engine system to which an exhaust device for an internal combustion engine according to a first embodiment of the present invention is applied.

  As shown in FIG. 1, an engine system 100 according to the first embodiment of the present invention mainly includes an engine body 1 as an internal combustion engine having a cylinder head 9 and a cylinder block (not shown), and the entire engine system 100. An ECU (Electronic Control Unit) 2 for controlling the engine, a plurality of independent intake passages 3 connected to the engine body 1, an exhaust passage 5 connected to the engine body 1, and an exhaust purification catalyst provided on the exhaust passage 5 6.

  The engine body 1 has a plurality of cylinders 12 in which pistons (not shown) are respectively inserted and inserted into the cylinder head 9 and the cylinder block. In FIG. 1, an in-line four-cylinder engine in which four cylinders 12 are arranged in series inside a cylinder head 9 and a cylinder block is illustrated as an engine body 1. Hereinafter, these four cylinders 12 are referred to as “first cylinder 12a”, “second cylinder 12b”, “third cylinder 12c”, and “fourth cylinder 12d” in order from the right in FIG. The first to fourth cylinders 12a to 12d are simply referred to as “cylinder 12” unless otherwise distinguished). The first cylinder 12a and the fourth cylinder 12d are cylinders positioned at the end of the engine body 1 in the cylinder row direction (left-right direction in FIG. 1), and the second cylinder 12b and the third cylinder 12c are in the cylinder row direction. A cylinder located at the center of the engine body 1. Each cylinder head 9 is provided with a spark plug 15 so as to face the combustion chamber defined above the piston.

  The engine body 1 is a four-cycle engine, and each of the cylinders 12a to 12d is ignited by the spark plug 15 at a timing shifted by 180 ° CA, and each of the intake stroke, the compression stroke, the expansion stroke, and the exhaust stroke is performed. The strokes are performed at timings shifted by 180 ° CA. In the present embodiment, ignition is performed in the order of the first cylinder 12a → the third cylinder 12c → the fourth cylinder 12d → the second cylinder 12b, and each stroke is performed in this order. As is apparent from this, the ignition order of the second cylinder 12b and the third cylinder 12c is not continuous, and therefore the exhaust order is not continuous.

  The cylinder head 9 of the engine body 1 is provided with two intake ports 17 and two exhaust ports 18 each opening toward the combustion chamber. The intake port 17 is for introducing intake air into each cylinder 12. The exhaust port 18 is for exhaust gas exhaust from each cylinder 12. Each intake port 17 is provided with an intake valve 19 for opening and closing the intake port 17 to communicate or block the intake port 17 and the inside of the cylinder 12. Each exhaust port 18 is provided with an exhaust valve 20 for opening or closing the exhaust port 18 to communicate or block the exhaust port 18 and the inside of the cylinder 12. The intake valve 19 is driven by the intake valve drive mechanism 30 to open and close the intake port 17 at a predetermined timing. The exhaust valve 20 is driven by the exhaust valve drive mechanism 40 to open and close the exhaust port 18 at a predetermined timing.

  The intake valve drive mechanism 30 has an intake camshaft 31 and an intake VVT 32 connected to the intake valve 19. The exhaust valve drive mechanism 40 has an exhaust camshaft 41 and an exhaust VVT 42 connected to the exhaust valve 20. The intake camshaft 31 and the exhaust camshaft 41 are connected to the crankshaft via a known power transmission mechanism such as a chain and sprocket mechanism, and rotate with the rotation of the crankshaft, so that the intake valve 19 and the exhaust valve 20 Open / close drive.

The intake VVT 32 and the exhaust VVT 42 are for changing the valve timing of the intake valve 19 and the exhaust valve 20. For example, the intake VVT 32 has a predetermined driven shaft that is arranged coaxially with the intake camshaft 31 and is directly driven by the crankshaft, and changes the phase difference between the driven shaft and the intake camshaft 31. . As a result, the phase difference between the crankshaft and the intake camshaft 31 is changed, and the valve timing of the intake valve 19 is changed. The same applies to the exhaust VVT 42.
The intake VVT 32 and the exhaust VVT 42 are controlled by control signals S32 and S42 supplied from the ECU 2. Specifically, the intake VVT 32 and the exhaust VVT 42 change the phase difference based on the target valve timings of the intake valve 19 and the exhaust valve 20 calculated by the ECU 2. In the present embodiment, the intake VVT 32 and the exhaust VVT 42 have the valve opening period and lift amount of the intake valve 19 and the exhaust valve 20, that is, the valve profile of the intake valve 19 and the exhaust valve 20 while keeping the valve profile constant. Change the valve closing timing.

  An independent intake passage 3 is connected to the intake port 17 of each cylinder 12. Four independent intake passages 3 are provided corresponding to the number of cylinders. The cylinder side end of the independent intake passage 3 is divided into two, and the downstream end thereof is connected to the two intake ports 17 of the cylinder 12.

  An independent exhaust passage 52 or 53 or a common exhaust passage 54 is connected to the exhaust port 18 of each cylinder 12. That is, on the exhaust side of the engine body 1, two independent exhaust passages such as a first independent exhaust passage 52 and a second independent exhaust passage 53 and a common exhaust passage 54 are provided. The end portions on the cylinder side of the independent exhaust passages 52 and 53 are each divided into two, and the upstream ends thereof are connected to the two exhaust ports 18 of the cylinder 12. The upstream portion of the common exhaust passage 54 branches into two branch passages, a first branch passage 54b and a second branch passage 54c, and the end of each branch passage 54b, 54c on the cylinder side is divided into two, upstream The ends are connected to the two exhaust ports 18 of the cylinder 12.

  Next, the exhaust system of the engine system 100 according to the first embodiment of the present invention will be described in detail with reference to FIG. In this description, FIGS. 2A and 2B are also referred to. 2A is a plan view showing in more detail the shapes of the independent exhaust passages 52 and 53, the common exhaust passage 54, and the collecting pipe 56 included in the exhaust system according to the first embodiment of the present invention, and FIG. ) Is a perspective view of a portion shown in FIG.

  As shown in FIG. 1, in the exhaust system of the engine system 100 according to the first embodiment, the exhaust passage 5 includes independent exhaust passages 52 and 53 and a common exhaust passage 54 extending from the exhaust port 18 of the cylinder 12, and these independent exhausts. The passages 52 and 53 and the common exhaust passage 54 are connected, and the collecting pipe 56 is connected to the exhaust purification catalyst 6. The independent exhaust passages 52 and 53, the common exhaust passage 54, and the collecting pipe 56 constitute a first exhaust passage 57. In addition, the exhaust passage 5 includes a second exhaust passage 58 and a third exhaust passage 59 that branch on the downstream side of the exhaust purification catalyst 6, and a merge passage 60 in which the second exhaust passage 58 and the third exhaust passage 59 merge. Have.

  Of the four cylinders 12 in the engine body 1, the exhaust ports 18 of the first cylinder 12a and the fourth cylinder 12d located at the ends of the engine body 1 in the cylinder row direction are respectively connected to the upstream ends of the first independent exhaust passages 52. And the upper end part of the 2nd independent exhaust passage 53 is connected. On the other hand, the upstream end and the second branch of the first branch passage 54b of the common exhaust passage 54 are respectively connected to the exhaust ports 18 of the second cylinder 12b and the third cylinder 12c located in the center of the engine body 1 in the cylinder row direction. The upstream end of the passage 54c is connected.

  The first independent exhaust passage 52 and the second independent exhaust passage 53 extend downstream from the exhaust port 18 of the first cylinder 12a and the exhaust port 18 of the fourth cylinder 12d toward the collecting pipe 56. In contrast, the first branch passage 54b and the second branch passage 54c of the common exhaust passage 54 extend downstream from the exhaust port 18 of the second cylinder 12b and the exhaust port 18 of the third cylinder 12c by a predetermined distance, and then merge. However, it becomes a single merged passage 54 a and extends downstream toward the collecting pipe 56. That is, the common exhaust passage 54 includes a merging passage 54a, a first branch passage 54b, and a second branch passage 54c. The upstream end of the first branch passage 54b is connected to the exhaust port 18 of the second cylinder 12b, and the upstream end of the second branch passage 54c is connected to the exhaust port 18 of the third cylinder 12c.

As described above, the second cylinder 12b and the third cylinder 12c are the cylinders 12 whose exhaust order is not continuous with each other. Therefore, the exhaust gas discharged from the second cylinder 12b and the exhaust gas discharged from the third cylinder 12c do not flow through the common exhaust passage 54 continuously.
Further, the two independent exhaust passages 52 and 53 and the one common exhaust passage 54 are independent of each other. That is, the exhaust gas discharged from the first cylinder 12a, the exhaust gas discharged from the third cylinder 12c, the exhaust gas discharged from the fourth cylinder 12d, and the exhaust gas discharged from the second cylinder 12b The exhaust passages 52, 53 and 54 pass through without interfering with each other.

  The first independent exhaust passage 52 and the second independent exhaust passage 53 extend downstream from the exhaust ports 18 of the first cylinder 12a and the fourth cylinder 12d by a predetermined distance, and then toward the center of the engine body 1 in the cylinder row direction. And are close to each other (see FIGS. 2A and 2B). Similarly, the first branch passage 54b and the second branch passage 54c of the common exhaust passage 54 extend downstream from the exhaust ports 18 of the second cylinder 12b and the third cylinder 12c by a predetermined distance, and then the engine body in the cylinder row direction. 1 are curved toward the central portion of 1 and merge together to form a merge passage 54a (see FIGS. 2A and 2B).

  The downstream ends of the exhaust passages 52, 53, 54 are bundled together at positions facing the center of the engine body 1 in the cylinder row direction outside the engine body 1. , 54 are connected to the upstream end of the collecting pipe 56 in a bundled state. The collecting pipe 56 is disposed outside the engine body 1 at a position facing the center of the engine body 1 in the cylinder row direction. The exhaust gas that has passed through each of the exhaust passages 52, 53, 54 is ejected into the collecting pipe 56 from the downstream end of each of the exhaust passages 52, 53, 54 and gathers in the collecting pipe 56.

  The passage length from the upstream end to the downstream end of the common exhaust passage 54 is set shorter than the passage length from the upstream end to the downstream end of the first independent exhaust passage 52 and the second independent exhaust passage 53 (FIG. 2 ( A) and (B)). The first independent exhaust passage 52, the second independent exhaust passage 53, and the common exhaust passage 54 are, for example, when the other end side is viewed from one end side in the cylinder row direction in order to make the exhaust system compact. A curved portion R that is curved downward is formed outside the engine body 1 (see FIG. 2B). In the curved portion R, the common exhaust passage 54 is located inside the first independent exhaust passage 52 and the second independent exhaust passage 53. This is one of the measures for setting the passage length from the upstream end to the downstream end of the common exhaust passage 54 shorter than the passage length from the upstream end to the downstream end of the independent exhaust passages 52 and 53.

  As shown in FIG. 1, upstream portions of the independent exhaust passages 52 and 53 and the common exhaust passage 54 are formed in the cylinder head 9. The portions of the independent exhaust passages 52 and 53 and the common exhaust passage 54 outside the cylinder head 9 (the portions exposed to the outside of the engine body 1) and the collecting pipe 56 correspond to a so-called exhaust manifold. In particular, in the present embodiment, the common exhaust passage 54 is located inside the first independent exhaust passage 52 and the second independent exhaust passage 53 in the curved portion R including the portion formed in the cylinder head 9. (See FIG. 2B).

  As shown in FIG. 1, the collecting pipe 56 of the first exhaust passage 57 includes, in order from the upstream side, a cylindrical gas inflow portion 56 a, an inverted truncated cone-shaped throttle portion 56 b, a cylindrical straight portion 56 c, and a truncated cone. It has a diffuser portion 56d having a shape and a cylindrical gas discharge portion 56e that is curved in the middle of the passage.

  In each of the exhaust passages 52, 53, 54 and the collecting pipe 56, exhaust gas is jetted into the collecting pipe 56 at a high speed from the downstream end of each exhaust passage 52, 53, 54, thereby generating a negative pressure in the collecting pipe 56. Such a venturi structure is applied. Further, in the collecting pipe 56, exhaust gas is ejected into the collecting pipe 56 at high speed from the downstream end of each of the exhaust passages 52, 53, 54, and the pressure and temperature of the exhaust gas reduced thereby decreases in the downstream portion of the collecting pipe 56. (For example, the diffuser portion 56d) has a shape that rises again, that is, recovers.

The downstream portion of each exhaust passage 52, 53, 54 has a flow area (cross-sectional area) so that exhaust gas is ejected into the collecting pipe 56 at a high speed from the downstream end of each exhaust passage 52, 53, 54. The same shall apply hereinafter) is formed in a tapered shape that becomes smaller toward the downstream (see FIG. 2A). Further, the exhaust passages 52, 53 and 54 are bundled at the downstream end and connected to the gas inflow portion 56 a of the collecting pipe 56. The gas inflow portion 56a is provided with a temperature sensor 81 for detecting the exhaust gas temperature. The temperature sensor 81 supplies a detection signal S81 corresponding to the detected exhaust gas temperature to the ECU 2.
The temperature sensor 81 for detecting the exhaust gas temperature is not limited to being provided in the gas inflow portion 56a, and the temperature sensor 81 may be provided at another position on the exhaust passage 5. Further, the exhaust gas temperature is not limited to being detected by the temperature sensor 81, and the exhaust gas temperature may be estimated according to the operation state.

  The throttle portion 56b of the collecting pipe 56 has a smaller flow path area as the downstream side so that the exhaust gas injected into the collecting pipe 56 from the downstream end of each of the exhaust passages 52, 53, 54 flows downstream while maintaining a high flow rate. It is formed in the shape of an inverted truncated cone. The flow path area at the downstream end of the narrowed portion 56 b is the minimum flow path area of the collecting pipe 56. Further, the straight portion 56c of the collecting pipe 56 is formed in a cylindrical shape that extends downstream while maintaining the minimum flow path area so that the flow rate of the exhaust gas flowing in from the throttle portion 56b is maintained.

  Due to the shape of the upstream side portion of the collecting pipe 56 (that is, the shape having a venturi structure), the exhaust gas ejected into the collecting pipe 56 at a high speed from the downstream end of each exhaust passage 52, 53, 54 maintains a high speed. As it passes through the throttle portion 56b, it flows into the straight portion 56c while maintaining a high speed, and a large negative pressure is generated around the exhaust gas. This negative pressure provides an ejector effect. Specifically, an ejector effect is obtained in which the exhaust in the exhaust port 18 communicating with the other adjacent exhaust passages 52, 53, 54 is sucked downstream.

  The diffuser portion 56d of the collecting pipe 56 is formed in a truncated cone shape such that the flow passage area increases toward the downstream side so that the pressure and temperature of the exhaust gas that has decreased in the upstream portion of the collecting pipe 56 rises again, that is, recovers. Yes.

  The gas discharge part 56e of the collecting pipe 56 is a part where the collecting pipe 56 is connected to the exhaust purification catalyst 6 and exhaust gas is discharged to the exhaust purification catalyst 6, and the flow passage area is formed in a substantially constant shape. Yes. Moreover, the gas discharge part 56e has the curved part 56f, ie, a part of channel | path is curved (it is not clear from FIG. 1, but it demonstrates in detail with the figure mentioned later). The reason why the gas discharge part 56e is curved in this way is, for example, improvement in per gas to the exhaust purification catalyst 6 (that is, uniform supply of exhaust gas to the exhaust purification catalyst 6), downsizing of the exhaust system, and the like. This is for the purpose of illustration.

The downstream end of the gas discharge part 56 e of the collecting pipe 56, that is, the downstream end of the first exhaust passage 57 is connected to the exhaust purification catalyst 6. The exhaust purification catalyst 6 includes, for example, a three-way catalyst, an oxidation catalyst, a lean NOx trap catalyst, and the like, and is an apparatus for purifying exhaust gas discharged from the engine body 1. Here, for example, when a three-way catalyst or an oxidation catalyst is used, the exhaust gas temperature after passing through the exhaust purification catalyst 6 becomes exhaust gas before passing through the exhaust purification catalyst 6 due to the catalytic reaction in the exhaust purification catalyst 6. Rise above the temperature.
Strictly speaking, the exhaust purification catalyst 6 has a catalyst body such as the above-described three-way catalyst, oxidation catalyst, and lean NOx trap catalyst, and a casing that accommodates the catalyst body. Is called the exhaust purification catalyst 6.

  Further, as shown in FIG. 1, the exhaust passage 5 on the downstream side of the exhaust purification catalyst 6 branches into a second exhaust passage 58 and a third exhaust passage 59. The second exhaust passage 58 and the third exhaust passage 59 are merged to form one merge passage 60.

  The second exhaust passage 58 includes a passage 58a into which exhaust gas from the exhaust purification catalyst 6 flows, an upstream portion of the exhaust purification catalyst 6, and a curved portion 56f of the first exhaust passage 57 (specifically, a gas discharge portion of the collecting pipe 56). 56e) and a housing part 58b through which exhaust gas supplied from the passage 58a passes, and exhaust gas is supplied from the housing part 58b, And a passage 58 c that flows out to the merge passage 60.

  A switching valve 71 is provided on the passage 58 a of the second exhaust passage 58. Further, a switching valve 72 is provided at the upstream end of the third exhaust passage 59 (that is, near the branch point between the second exhaust passage 58 and the third exhaust passage 59). The switching valves 71 and 72 are controlled by control signals S71 and S72 supplied from the ECU 2, respectively.

  When the switching valve 71 is opened and the switching valve 72 is closed, the exhaust gas passes only through the second exhaust passage 58 and passes through the third exhaust passage 59 as shown by the solid line arrow A11 in FIG. Does not flow. In this case, the exhaust gas passes through the passage 58 a of the second exhaust passage 58, the housing portion 58 b, and the passage 58 c in this order, and flows out to the merge passage 60. On the other hand, when the switching valve 71 is closed and the switching valve 72 is opened, the exhaust gas passes only through the third exhaust passage 59, as shown by the broken line arrow A12 in FIG. It does not flow into the second exhaust passage 58. In this case, the exhaust gas does not pass through the passage 58 a of the second exhaust passage 58, the housing portion 58 b, and the passage 58 c but passes through the third exhaust passage 59 and flows out to the merge passage 60.

  The switching valves 71 and 72 correspond to the “switching valve” in the present invention. The use of the two switching valves 71 and 72 is not limited to the above, and the passage through which the exhaust gas flowing out from the exhaust purification catalyst 6 passes using the second switching valve such as a three-way valve is used as the second exhaust valve. Switching between the passage 58 and the third exhaust passage 59 may be performed. In that case, this one switching valve may be installed at a branch point between the second exhaust passage 58 and the third exhaust passage 59.

Here, the ECU 2 controls the entire engine system 100. In the present embodiment, the ECU 2 mainly controls the switching valves 71 and 72 based on the exhaust gas temperature detected by the temperature sensor 81 (corresponding to the detection signal S81). Specifically, when the exhaust gas temperature is lower than a predetermined temperature, the ECU 2 controls the switching valve 71 so that the exhaust gas passes only through the second exhaust passage 58 and does not flow into the third exhaust passage 59. Control to open the valve and close the switching valve 72 is performed. In contrast, when the exhaust gas temperature is equal to or higher than the predetermined temperature, the ECU 2 sets the switching valve 72 so that the exhaust gas passes only through the third exhaust passage 59 and does not flow into the second exhaust passage 58. Control to open the valve and close the switching valve 71 is performed. Thus, the ECU 2 corresponds to an example of the “control unit” in the present invention.
For example, a temperature corresponding to the activation temperature of the exhaust purification catalyst 6 is used as the predetermined temperature. In this case, the case where the exhaust gas temperature is lower than the predetermined temperature corresponds to the case where the temperature of the exhaust purification catalyst 6 is lower than the activation temperature and the exhaust purification catalyst 6 should be warmed up. On the other hand, when the exhaust gas temperature is equal to or higher than the predetermined temperature, it corresponds to the case where the temperature of the exhaust purification catalyst 6 is equal to or higher than the activation temperature and the exhaust purification catalyst 6 does not need to be warmed up.

  The ECU 2 stores a CPU, various programs that are interpreted and executed on the CPU (including basic control programs such as an OS and application programs that are activated on the OS to realize specific functions), programs, and various data. For this purpose, a computer having an internal memory such as a ROM or RAM is used.

Next, with reference to FIG. 3 and FIGS. 4A to 4C, the second exhaust passage 58 included in the exhaust device of the internal combustion engine according to the first embodiment of the present invention will be specifically described. 3 is a perspective view of an exhaust system including the second exhaust passage 58 according to the first embodiment of the present invention, and FIG. 4A is a top view seen from the direction of arrow A21 in FIG. 4 (B) is a front view seen from the direction of arrow A22 in FIG. 3, and FIG. 4 (C) is a cross-sectional view taken along line C1-C1 in FIG. 4 (B).
3 and 4A to 4C, from the viewpoint of easily explaining the second exhaust passage 58 according to the first embodiment of the present invention, the third exhaust passage 59, the merge passage 60, and the switching are performed. Illustration of the valves 71 and 72 is omitted. 3 and 4A to 4C show a simplified shape of the collecting pipe 56 from the same viewpoint, that is, the gas inflow portion 56a and the throttle portion 56b of the collecting pipe 56. The details of the straight portion 56c, the diffuser portion 56d, and the gas discharge portion 56e (see FIG. 1) are not shown.

  As shown in FIG. 5, in the exhaust device for the internal combustion engine according to the first embodiment, the second exhaust passage 58 is connected to the downstream end of the exhaust purification catalyst 6 and the passage through which the exhaust gas from the exhaust purification catalyst 6 passes. 58a, a housing part 58b connected to the passage 58a and formed so that the exhaust gas supplied from the passage 58a passes through the interior, and the exhaust gas connected to the housing part 58b and passed through the housing part 58b. And a passage 58c that flows out to the merging passage 60 (not shown).

  Specifically, as shown in FIGS. 3 and 4A to 4C, the housing portion 58b of the second exhaust passage 58 is a part of the first exhaust passage 57, specifically, the independent exhaust passages 52, 53 and It is formed so as to cover a part of the collecting pipe 56 where the branch passages 54 b and 54 c are gathered and a part of the exhaust purification catalyst 6, specifically, an upstream side part of the exhaust purification catalyst 6. In this case, the collecting pipe 56 of the first exhaust passage 57 extends through the housing portion 58b of the second exhaust passage 58 to the inside. In particular, as shown in FIG. 4C, the collecting pipe 56 of the first exhaust passage 57 (more specifically, the gas discharge portion 56e of the collecting pipe 56) is curved at the curved portion 56f, and the curved portion 56f. Is accommodated in the housing part 58b of the second exhaust passage 58 and covered with the housing part 58b. The first exhaust passage 57 is connected to the exhaust purification catalyst 6 at the downstream end of the curved portion 56f.

  Further, a passage 58a of the second exhaust passage 58 is connected to the downstream end of the exhaust purification catalyst 6, and this passage 58a is connected at its downstream end to the housing portion 58b (specifically, a portion covering the collecting pipe 56). The exhaust gas from the exhaust purification catalyst 6 is supplied into the housing part 58b. The passage 58 a of the second exhaust passage 58 is formed so that the flow passage area thereof is smaller than the flow passage area at the outlet (exit) from which the exhaust gas flows out from the exhaust purification catalyst 6. A passage 58c of the second exhaust passage 58 is connected to a portion of the housing portion 58b that covers the vicinity of the downstream end of the collecting pipe 56, and exhaust gas in the housing portion 58b (that is, exhaust gas supplied from the passage 58a). ) Is discharged from the passage 58c.

  The exhaust gas supplied from the passage 58a to the housing portion 58b is around the first exhaust passage 57 and the exhaust purification catalyst 6 located in the housing portion 58b, specifically, the first exhaust passage 57. And the exhaust gas passes through a space sandwiched between the outer wall of the exhaust purification catalyst 6 and the inner wall of the housing portion 58b, and is discharged from the passage 58c.

  Next, the function and effect of the exhaust device for the internal combustion engine according to the first embodiment of the present invention will be described.

  According to the first embodiment of the present invention, the curved portion 56f of the first exhaust passage 57, which has a large heat release amount of the exhaust gas passing therethrough, is placed on the second exhaust passage 58 through which the exhaust gas from the exhaust purification catalyst 6 passes. Since it is surrounded by the provided housing portion 58b, the exhaust gas whose temperature has increased due to the catalytic reaction of the exhaust purification catalyst 6 can be passed around the curved portion 56f, and heat radiation at the curved portion 56f can be appropriately suppressed. That is, a decrease in the exhaust gas temperature at the curved portion 56f can be appropriately suppressed. In particular, as in the first embodiment, in the first exhaust passage 57 formed so as to exert an ejector effect due to negative pressure, the flow rate of the exhaust gas becomes high, and therefore the heat radiation amount at the curved portion 56f tends to increase. However, by surrounding the curved portion 56f of the first exhaust passage 57 with the housing portion 58b, heat radiation at the curved portion 56f can be effectively suppressed.

  In the above description, it has been described that the amount of heat radiation at the bending portion 56f is large. Conversely, this corresponds to the fact that the bending portion 56f can exchange heat with high efficiency. Therefore, in such a curved portion 56f, heat is exchanged with the exhaust gas passing around the curved portion 56f with high efficiency. That is, the heat of the exhaust gas in the housing part 58b can be transmitted to the exhaust gas in the curved part 56f with high efficiency. Therefore, according to the first embodiment, by passing the exhaust gas whose temperature has been increased by the catalytic reaction in the exhaust purification catalyst 6 around the curved portion 56f, the heat of the exhaust gas whose temperature has been increased is highly efficient. The exhaust gas in the curved portion 56f can be appropriately raised, that is, the exhaust gas temperature supplied from the first exhaust passage 57 to the exhaust purification catalyst 6 can be increased. Can be raised. As a result, the exhaust purification catalyst 6 can be appropriately brought to the activation temperature or higher. Further, according to the first embodiment, since the exhaust purification catalyst 6 is partially surrounded by the housing portion 58b of the second exhaust passage 58, the heat retention effect of the exhaust purification catalyst 6 can be obtained, and the temperature of the exhaust purification catalyst 6 can be obtained. Reduction can be effectively suppressed.

  Furthermore, according to the first embodiment, when the exhaust gas temperature is equal to or higher than the predetermined temperature, the switching valve 71, so that the exhaust gas passes only through the third exhaust passage 59 and does not flow into the second exhaust passage 58. 72 is controlled, it is possible to appropriately inhibit the exhaust gas whose temperature has increased through the exhaust purification catalyst 6 from passing around the exhaust purification catalyst 6. As a result, the exhaust gas that has passed through the exhaust gas purification catalyst 6 and the temperature of the exhaust gas that has risen is supplied to the periphery of the exhaust gas purification catalyst 6. It is possible to prevent the exhaust purification catalyst 6 from being heated up to a temperature exceeding the range. In addition, unnecessary pressure loss due to the complicated configuration of the exhaust passage 5 can be suppressed, deterioration of fuel consumption can be suppressed, and exhaust pulsation to be used for taking in a large amount of intake air can no longer be used (attenuation or inversion). Can be prevented.

[Second Embodiment]
Next, an exhaust system for an internal combustion engine according to a second embodiment of the present invention will be described. In the exhaust device for an internal combustion engine according to the second embodiment, the form of the housing part formed on the second exhaust passage is different from the exhaust device for the internal combustion engine according to the first embodiment.
In the following description, the configuration different from the first embodiment will be mainly described, and the description of the same configuration as the first embodiment will be omitted as appropriate. That is, the configuration that is not particularly described here is the same as that of the first embodiment.

With reference to FIGS. 5 and 6 (A) to 6 (C), the second exhaust passage 62 included in the exhaust system for an internal combustion engine according to the second embodiment of the present invention will be described in detail. FIG. 5 is a perspective view of an exhaust system including the second exhaust passage 62 according to the second embodiment of the present invention, and FIG. 6 (A) is a front view seen from the direction of arrow A3 in FIG. 6 (B) is a partial cross-sectional view taken along line B2-B2 in FIG. 6 (A), and FIG. 6 (C) is seen along line C2-C2 in FIG. 6 (A). FIG.
Note that the exhaust system for the internal combustion engine according to the second embodiment also employs the third exhaust passage 59, the junction passage 60, the switching valves 71 and 72, and the like similar to the exhaust system for the internal combustion engine according to the first embodiment. 5 and FIGS. 6A to 6C, illustration thereof is omitted. The reason is the same as in FIG. 3 and FIGS. 4 (A) to (C) described above. 5 and 6A to 6C show a simplified shape of the collecting pipe 56, that is, a gas inflow part 56a, a throttle part 56b, a straight part 56c, and a diffuser part of the collecting pipe 56. Details of 56d and the gas discharge part 56e (see FIG. 1) are not shown.

As shown in FIG. 5, in the exhaust device for the internal combustion engine according to the second embodiment, the second exhaust passage 62 is connected to the downstream end of the exhaust purification catalyst 6 and the passage through which the exhaust gas from the exhaust purification catalyst 6 passes. 62a, a housing part 62b connected to the passage 62a and formed so that the exhaust gas supplied from the passage 62a passes through the interior, and the exhaust gas connected to the housing part 62b and passed through the housing part 62b. And a passage 62c that flows out to the merging passage 60 (not shown).
The second exhaust passage 62 according to the second embodiment is applied to the engine system 100 (see FIG. 1) instead of the second exhaust passage 58 according to the first embodiment described above.

  Specifically, as shown in FIG. 5 and FIGS. 6A to 6C, the exhaust device for the internal combustion engine according to the second embodiment includes a housing 62 b of the second exhaust passage 62 and a first exhaust passage 57. It differs from the exhaust device of the internal combustion engine according to the first embodiment in that it is formed so as to surround most of it. More specifically, the housing 62b of the second exhaust passage 62 includes not only the vicinity of the curved portion 56f in the collecting pipe 56 and a portion (upstream portion) of the exhaust purification catalyst 6, but also the independent exhaust passages 52 and 53 and the branch passage 54b. , 54c are formed so as to surround the part exposed to the outside of the engine body 1 and the whole collecting pipe 56, that is, the whole part corresponding to the exhaust manifold. In this case, the independent exhaust passages 52 and 53 and the branch passages 54 b and 54 c extend through the housing 62 b of the second exhaust passage 62.

  The downstream end of the passage 62a of the second exhaust passage 62 is connected to the portion of the housing 62b that surrounds the independent exhaust passages 52 and 53 and the branch passages 54b and 54c. Is supplied into the housing portion 58b. The passage 62a of the second exhaust passage 62 has a flow passage area that is smaller than the flow passage area at the outlet (exit) from which the exhaust gas flows out from the exhaust purification catalyst 6. Further, a passage 62c of the second exhaust passage 62 is connected to a portion of the housing 62b surrounding the vicinity of the downstream end of the collecting pipe 56, and exhaust gas in the housing portion 62b (that is, exhaust gas supplied from the passage 62a). ) Is discharged from the passage 62c.

  The exhaust gas supplied from the passage 62a to the housing portion 62b is around the first exhaust passage 57 and the exhaust purification catalyst 6 located in the housing portion 62b, specifically, the first exhaust passage 57. And the exhaust gas passes through a space sandwiched between the outer wall of the exhaust purification catalyst 6 and the inner wall of the housing portion 62b, and is discharged from the passage 62c.

  Next, effects of the exhaust device for the internal combustion engine according to the second embodiment of the present invention will be described. Here, the description of the operational effects similar to the operational effects of the exhaust device for the internal combustion engine according to the first embodiment of the present invention described above will be omitted as appropriate.

  According to the second embodiment of the present invention, the housing 62b provided on the second exhaust passage 62 through which the exhaust gas from the exhaust purification catalyst 6 passes substantially surrounds the entire exhaust manifold of the first exhaust passage 57. Since the exhaust gas whose temperature has been raised by the catalytic reaction at the exhaust purification catalyst 6 is allowed to pass through substantially the entire periphery of the exhaust manifold, the exhaust gas is supplied from the first exhaust passage 57 to the exhaust purification catalyst 6 as compared with the first embodiment. It is possible to effectively increase the temperature of exhaust gas to be discharged. Therefore, the exhaust purification catalyst 6 can be effectively reached the activation temperature.

  Further, according to the second embodiment, the temperature of the exhaust gas in the first exhaust passage 57 can be effectively increased in this way, so that the exhaust gas whose temperature has increased can be reduced by performing so-called internal EGR. It can be reintroduced into the combustion chamber from the exhaust port 18 side. Therefore, combustion stability in a low rotation light load region or the like can be improved. In addition, for example, when performing lean combustion in which combustion is likely to become unstable, the exhaust gas whose temperature has increased in this way is reintroduced into the combustion chamber by internal EGR, thereby increasing the temperature of the combustion chamber, Combustion stability in lean combustion can be improved.

[Modification]
In the embodiment described above, the housing portions 58b and 62b of the second exhaust passages 58 and 62 formed so as to surround only a part of the exhaust purification catalyst 6 are shown. However, in other examples, the entire exhaust purification catalyst 6 is shown. The housing portion of the second exhaust passage may be formed so as to surround the housing.

  In the second embodiment described above, not only in the vicinity of the curved portion 56f in the collecting pipe 56 and a part (upstream part) of the exhaust purification catalyst 6, but also in the independent exhaust passages 52 and 53 and the branch passages 54b and 54c, The housing portion 62b is formed so as to surround the exposed portion and the entire collecting pipe 56, that is, the entire portion corresponding to the exhaust manifold, but in another example, the portion corresponding to the exhaust manifold is formed. Instead of encircling substantially the whole, the housing portion may be formed so as to enclose only a portion including the curved portion of the exhaust manifold. Also by this, similarly to the curved portion 56f of the first exhaust passage 57, heat radiation at the curved portion of the exhaust manifold can be appropriately suppressed.

1 Engine body 2 ECU
5 exhaust passage 6 exhaust purification catalyst 56 collecting pipe 56f curved portion 57 first exhaust passage 58, 62 second exhaust passage 58b, 62b housing portion 59 third exhaust passage 71, 72 switching valve 81 temperature sensor 100 engine system

Claims (5)

An exhaust system for an internal combustion engine that processes exhaust gas discharged from the internal combustion engine,
A first exhaust passage through which exhaust gas discharged from the internal combustion engine passes and has a curved portion on the passage;
An exhaust purification catalyst connected to the downstream end of the first exhaust passage and purifying exhaust gas;
A second exhaust passage connected to the downstream side of the exhaust purification catalyst and through which exhaust gas flowing out of the exhaust purification catalyst passes,
On the passage of the second exhaust passage, at least a portion of the exhaust purification catalyst and the curved portion of the first exhaust passage are surrounded, and exhaust gas flowing out of the exhaust purification catalyst is passed through at least a portion of the exhaust purification catalyst and An exhaust system for an internal combustion engine, characterized in that a housing portion is provided outside the curved portion of the first exhaust passage. The first exhaust passage has an exhaust manifold extending from an exhaust port of the internal combustion engine,
2. The internal combustion engine according to claim 1, wherein the housing portion of the second exhaust passage surrounds the exhaust manifold of the first exhaust passage, and allows the exhaust gas flowing out from the exhaust purification catalyst to pass outside the exhaust manifold. Exhaust system. further,
A third exhaust passage which is connected to the downstream side of the exhaust purification catalyst and through which exhaust gas flowing out from the exhaust purification catalyst passes differs from the second exhaust passage;
A switching valve for switching a passage through which the exhaust gas flowing out from the exhaust purification catalyst passes between the second exhaust passage and the third exhaust passage;
The exhaust device for an internal combustion engine according to claim 1, wherein   Further, when the exhaust gas temperature is lower than a predetermined temperature, the switching valve is controlled so that the exhaust gas flowing out from the exhaust purification catalyst passes through the second exhaust passage, and the exhaust gas temperature is equal to or higher than the predetermined temperature. 4. The exhaust system for an internal combustion engine according to claim 3, further comprising control means for controlling the switching valve so that the exhaust gas flowing out from the exhaust purification catalyst passes through the third exhaust passage.   5. The internal combustion engine according to claim 1, wherein a passage upstream of the curved portion in the first exhaust passage has a venturi structure configured to cause an ejector effect due to negative pressure. 6. Exhaust system.

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