JPH0472977B2 - - Google Patents
Info
- Publication number
- JPH0472977B2 JPH0472977B2 JP58073517A JP7351783A JPH0472977B2 JP H0472977 B2 JPH0472977 B2 JP H0472977B2 JP 58073517 A JP58073517 A JP 58073517A JP 7351783 A JP7351783 A JP 7351783A JP H0472977 B2 JPH0472977 B2 JP H0472977B2
- Authority
- JP
- Japan
- Prior art keywords
- cylinder group
- temperature
- exhaust gas
- exhaust passage
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
- 230000003197 catalytic effect Effects 0.000 claims description 18
- 238000002485 combustion reaction Methods 0.000 claims description 8
- 238000000746 purification Methods 0.000 claims description 8
- 239000003054 catalyst Substances 0.000 description 18
- 239000000446 fuel Substances 0.000 description 13
- 230000004913 activation Effects 0.000 description 3
- 238000010586 diagram Methods 0.000 description 3
- 230000005540 biological transmission Effects 0.000 description 2
- 239000000203 mixture Substances 0.000 description 2
- 230000003213 activating effect Effects 0.000 description 1
- 239000000809 air pollutant Substances 0.000 description 1
- 231100001243 air pollutant Toxicity 0.000 description 1
- 230000033228 biological regulation Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 238000001816 cooling Methods 0.000 description 1
- 230000007423 decrease Effects 0.000 description 1
- 230000003111 delayed effect Effects 0.000 description 1
- 238000001514 detection method Methods 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000005516 engineering process Methods 0.000 description 1
- 238000002347 injection Methods 0.000 description 1
- 239000007924 injection Substances 0.000 description 1
- 238000000034 method Methods 0.000 description 1
- 239000000126 substance Substances 0.000 description 1
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01N—GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR MACHINES OR ENGINES IN GENERAL; GAS-FLOW SILENCERS OR EXHAUST APPARATUS FOR INTERNAL COMBUSTION ENGINES
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
Description
【発明の詳細な説明】
（産業上の利用分野）
この発明は多気筒エンジンの排気ガス浄化装置
に関するものである。DETAILED DESCRIPTION OF THE INVENTION (Field of Industrial Application) The present invention relates to an exhaust gas purification device for a multi-cylinder engine.
（従来技術）
自動車の排気ガス規制が強化されている昨今、
種々の排気ガス低減対策がなされているが、その
１つとして、排気通路の途中個所に触媒コンバー
タを設け、エンジンから排出される排気ガス中に
含まれるHC，CO，NOxなどの大気汚染物質を
無害なH2Ｏ、CO2、N2などが化学変化させて、
排気ガスを浄化する方法がある。(Conventional technology) Nowadays, automobile exhaust gas regulations are becoming stricter.
Various measures have been taken to reduce exhaust gas, one of which is to install a catalytic converter in the middle of the exhaust passage to reduce air pollutants such as HC, CO, and NOx contained in the exhaust gas emitted from the engine. Harmless H 2 O, CO 2 , N 2 , etc. cause chemical changes,
There are ways to purify exhaust gas.
そして、例えばＶ形あるいは水平対向ピストン
形などの多気筒エンジンのように、第１および第
２の気筒群がクランクシヤフト軸線（エンジン中
心線）に対して両側に配置されたエンジンにおい
ては、これら第１および第２の気筒群にそれぞれ
接続した第１および第２の排気通路が１本の集合
排気通路に集合して連結され、この集合排気通路
に上記触媒コンバータが設けられている。 In an engine in which the first and second cylinder groups are arranged on both sides of the crankshaft axis (engine center line), such as a V-type or horizontally opposed piston-type multi-cylinder engine, these cylinder groups First and second exhaust passages connected to the first and second cylinder groups, respectively, are collectively connected to one collective exhaust passage, and the above-mentioned catalytic converter is provided in this collective exhaust passage.
しかしながら、このような構造においては、エ
ンジンの構成上、上記第１および第２の排気通路
の集合位置がトランスミツシヨンなどを避けて、
上記クランクシヤフト軸線に対して例えば第２の
排気通路側に偏倚しており（例えば、実開昭54−
118509号公報参照）、たのめ、第１の排気通路の
通路長さが第２の排気通路の通路長さよりも必然
的に長くなり、この第１の排気通路を流れる排気
ガスは第２の排気通路を流れる排気ガスよりも外
気冷却による温度低下がかなり大きく、これがた
め、上記触媒タンバータの触媒の活性化に必要な
排気ガス温度を確保することができず、排気ガス
を有効に浄化することができないという不具合が
あつた。 However, in such a structure, due to the structure of the engine, the first and second exhaust passages meet at a location that avoids the transmission, etc.
For example, it is biased toward the second exhaust passage side with respect to the crankshaft axis (for example,
118509), the length of the first exhaust passage is inevitably longer than the length of the second exhaust passage, and the exhaust gas flowing through the first exhaust passage is transferred to the second exhaust passage. The temperature drop due to outside air cooling is considerably greater than that of the exhaust gas flowing through the exhaust gas, which makes it impossible to secure the exhaust gas temperature necessary for activating the catalyst in the catalytic tanverter, making it impossible to effectively purify the exhaust gas. There was a problem.
そこで、上記第１および第２の両気筒群から排
気される排気ガスの温度を、点火時期や空燃比等
を制御することによりエンジンの燃焼状態を制御
し、上記触媒の活性化に必要な温度に維持するこ
とも考えられるが、このようにするとエンジンの
出力が大きく低下してしまうといつた問題があ
る。 Therefore, the combustion state of the engine is controlled by controlling the temperature of the exhaust gas exhausted from both the first and second cylinder groups by controlling the ignition timing, air-fuel ratio, etc., and the temperature required for activation of the catalyst is controlled. It is conceivable to maintain the engine at a constant temperature, but this poses a problem in that the engine output would be significantly reduced.
（発明の目的）
本発明はかかる従来の問題点に鑑みてなされた
ものであつて、エンジンの燃焼状態を制御する制
御装置によつて、通路長さが長い第１の排気通路
に排気される排気ガスの温度を通路長さが短い第
２の排気通路に排気される排気ガスの温度より高
くして、集合排気通路に設けた触媒コンバータの
触媒の活性化を高めるために必要な排気ガス温度
を確保し、排気ガスの浄化を、出力を大きく低下
させることなく有効に行なうことができる多気筒
エンジンの排気ガス浄化装置を提供するものであ
る。(Object of the Invention) The present invention has been made in view of the above-mentioned problems in the prior art, and the present invention is directed to a control device that controls the combustion state of the engine, so that the exhaust gas is discharged into a first exhaust passage having a long passage length. Exhaust gas temperature required to increase the activation of the catalyst of the catalytic converter provided in the collective exhaust passage by making the temperature of the exhaust gas higher than the temperature of the exhaust gas exhausted to the second exhaust passage having a short passage length. An object of the present invention is to provide an exhaust gas purification device for a multi-cylinder engine that can ensure the following and effectively purify exhaust gas without significantly reducing output.
（発明の構成）
本発明の排気ガス浄化装置は、第１の気筒群お
よび第２の気筒群がクランクシヤフト軸線に対し
て両側にそれぞれ配置され、これら第１の気筒群
および第２の気筒群に、第１の排気通路および第
２の排気通路がそれぞれ接続されるとともに、こ
れらの第１の排気通路および第２の排気通路が上
記クランクシヤフト軸線に対して第２の排気通路
側へ偏倚した位置で集合排気通路に集合して連結
され、この集合排気通路が触媒コンバータを備え
ているＶ形あるいは水平対向ピストン形などの多
気筒エンジンにおいて、第１の気筒群の点火時期
を第２の気筒群の点火時期より遅らせるため、ま
たは該気筒群に供給する混合気の空燃比を第２の
気筒群の空燃比より熱効率の悪くなる空燃比にす
るため等のエンジンの燃焼状態を制御する制御装
置を備え、第１の気筒群から排気される排気ガス
の温度が第２の気筒群から排気される排気ガスの
温度よりも高くなるようにしたものである。(Structure of the Invention) In the exhaust gas purification device of the present invention, a first cylinder group and a second cylinder group are arranged on both sides of the crankshaft axis, and the first cylinder group and the second cylinder group A first exhaust passage and a second exhaust passage are connected to each other, and the first exhaust passage and the second exhaust passage are offset toward the second exhaust passage with respect to the crankshaft axis. In a multi-cylinder engine such as a V-type or horizontally opposed piston type engine, which is connected to a collective exhaust passage at a position where the collective exhaust passage is equipped with a catalytic converter, the ignition timing of the first cylinder group is adjusted to match the ignition timing of the first cylinder group. A control device that controls the combustion state of the engine, such as to delay the ignition timing of the cylinder group, or to set the air-fuel ratio of the air-fuel mixture supplied to the cylinder group to an air-fuel ratio that has worse thermal efficiency than the air-fuel ratio of the second cylinder group. The temperature of the exhaust gas exhausted from the first cylinder group is higher than the temperature of the exhaust gas exhausted from the second cylinder group.
（実施例）
以下、本発明に係る実施例を図面に基いて説明
する。(Example) Hereinafter, an example according to the present invention will be described based on the drawings.
本発明に係る多気筒エンジンを第１図に示し、
エンジン１はＶ形６気筒エンジンで、エンジン中
心軸線すなわちクランクシヤフト軸線Ａに対して
両側に、３つの気筒（図示省略）を配列してなる
第１の気筒群２および第２の気筒群３がそれぞれ
配置され、これらの第１および第２の気筒群２，
３の各吸気ポート（図示省略）には、気化器４に
連結した第１の吸気マニホルド５および第２の吸
気マニホルド６がそれぞれ連通され、一方、各排
気ポート（図示省略）には、第１の排気マニホル
ド７および第２の排気マニホルド８がそれぞれ連
通されている。第１の排気マニホルド７の排気通
路９および第２の排気マニホルド８の排気通路１
０、および該両排気通路９，１０の各々下流端に
接続される排気通路９′，１０′は上記排気通路
９、および９′から第１の排気通路９Ａを、そし
て排気通路１０、および１０′から第２の排気通
路１０Ａを各々構成するものであり、該第１およ
び第２の排気通路９Ａ，１０Ａは、集合排気通路
１１に集合して連結され、該集合排気通路１１に
は、触媒としてHC，CO，NOxの３世分を浄化
する三元触媒を封入した触媒コンバータ１２が設
げられている。集合排気通路１１はトランスミツ
シヨン１３を避けるため、クランクシヤフト軸線
Ａに対して偏倚し、かつ第２の排気通路１０Ａと
同一軸線上に配置され、また、触媒コンバータ１
２は、第１および第２の排気通路９Ａ，１０ａが
集合する集合部１１ａよりも下流側に配置されて
いる。 A multi-cylinder engine according to the present invention is shown in FIG.
The engine 1 is a V-type six-cylinder engine, and has a first cylinder group 2 and a second cylinder group 3, each of which has three cylinders (not shown) arranged on both sides of the engine center axis, that is, the crankshaft axis A. These first and second cylinder groups 2,
A first intake manifold 5 and a second intake manifold 6 connected to the carburetor 4 are connected to each intake port (not shown) of 3, respectively, while each exhaust port (not shown) is connected to a first The exhaust manifold 7 and the second exhaust manifold 8 are in communication with each other. Exhaust passage 9 of first exhaust manifold 7 and exhaust passage 1 of second exhaust manifold 8
0, and the exhaust passages 9' and 10' connected to the respective downstream ends of the exhaust passages 9 and 10 connect the first exhaust passage 9A from the exhaust passages 9 and 9', and the exhaust passages 10 and 10. The first and second exhaust passages 9A, 10A are collectively connected to a collective exhaust passage 11, and the collective exhaust passage 11 includes a catalyst. A catalytic converter 12 containing a three-way catalyst for purifying three generations of HC, CO, and NOx is provided. In order to avoid the transmission 13, the collective exhaust passage 11 is offset with respect to the crankshaft axis A, and is disposed on the same axis as the second exhaust passage 10A.
2 is disposed on the downstream side of a gathering portion 11a where the first and second exhaust passages 9A and 10a gather.
また、第１および第２の気筒群２，３には、各
気筒のスパークプラグ（図示省略）を点火するた
めのデイストリビユータ１４，１５がそれぞれ設
けられ、該デイストリビユータ１４，１５は、エ
ンジン１の回転数の上昇にともなつて点火時期を
進めるガバナ進角機構（図示省略）および吸気マ
ニホルド５，６内の負圧の上昇（負荷の低下）に
ともなつて点火時期を進める真空進角機構１６を
備えている。そして、デイストリビユータ１４に
は、第１の気筒群２の点火期を遅らせるための制
御装置１７が連係されている。 Further, the first and second cylinder groups 2 and 3 are provided with distributors 14 and 15, respectively, for igniting spark plugs (not shown) in each cylinder, and the distributors 14 and 15 are configured to A governor advance mechanism (not shown) advances the ignition timing as the rotational speed of the engine 1 increases, and a vacuum advance mechanism advances the ignition timing as the negative pressure within the intake manifolds 5 and 6 increases (load decreases). A corner mechanism 16 is provided. A control device 17 for delaying the ignition timing of the first cylinder group 2 is linked to the distributor 14.
該制御装置１７は触媒コンバータ１２に取付け
られた温度センサ１８、該温度センサ１８からの
出力信号に基いて制御信号を出力する制御回路１
９および該制御回路１９からの制御信号により制
御される三方弁２０などからなり、該三方弁２０
は電磁ソレノイド２１により作動するソレノイド
操作式であつて、デイストリビユータ１４の真空
進角機構１６の負圧室（図示省略）と第１の吸気
マニホルド５とを連通する負圧導入管２２の途中
個所に介設されている。三方弁２０は電磁ソレノ
イド２１がOFFのとき真空進角機構１６の負圧
室と第１の吸気マニホルド５とを連通し、電磁ソ
レノイド２１がONのとき上記負圧室を大気に開
放するように動作する。 The control device 17 includes a temperature sensor 18 attached to the catalytic converter 12, and a control circuit 1 that outputs a control signal based on an output signal from the temperature sensor 18.
9 and a three-way valve 20 controlled by a control signal from the control circuit 19.
is a solenoid-operated type operated by an electromagnetic solenoid 21, and is located in the middle of a negative pressure introduction pipe 22 that communicates a negative pressure chamber (not shown) of the vacuum advance mechanism 16 of the distributor 14 with the first intake manifold 5. Intervened in place. The three-way valve 20 communicates the negative pressure chamber of the vacuum advance mechanism 16 with the first intake manifold 5 when the electromagnetic solenoid 21 is OFF, and opens the negative pressure chamber to the atmosphere when the electromagnetic solenoid 21 is ON. Operate.
制御回路１９は第２図に示すように温度センサ
１８から順次送られてくる触媒コンバータ１２の
触媒温度と予め設定した設定温度とを比較する比
較回路２３と、該比較回路２３の比較結果に基い
て制御信号を電磁ソレノイド２１へ出力する駆動
回路２４とからなる。なお、上記設定温度は触媒
コンバータ１２の触媒の活性化を高めるために必
要な温度に設定する。 As shown in FIG. 2, the control circuit 19 includes a comparison circuit 23 that compares the catalyst temperature of the catalytic converter 12 sent sequentially from the temperature sensor 18 with a preset temperature, and a comparison circuit 23 that compares the catalyst temperature of the catalytic converter 12 sent sequentially from the temperature sensor 18 with a preset temperature. and a drive circuit 24 that outputs a control signal to the electromagnetic solenoid 21. Note that the set temperature is set to a temperature necessary to increase the activation of the catalyst of the catalytic converter 12.
次に、排気ガス浄化装置の作用を説明する。 Next, the operation of the exhaust gas purification device will be explained.
（）触媒温度が設定温度より高いとき
エンジン１から排気される排気ガスは触媒コン
バータ１２により浄化されて排出されるが、この
ときの触媒温度は温度センサ１８により検出され
て制御回路１９へ送られる。そして、上記触媒温
度が設定温度よりも高ければ、制御回路１９は制
御信号を出力せず、電磁ソレノイド２１はOFF
の状態にある。したがつて、デイストリビユータ
１４の真空進角機構１６の負圧室には第１の吸気
マニホルド５内の負圧が作用するため、第１の気
筒群２は第２の気筒群３と同様、通常の点火時期
（真空進角・ガバナ進角）をもつて点火される。() When the catalyst temperature is higher than the set temperature Exhaust gas exhausted from the engine 1 is purified by the catalytic converter 12 and discharged, but the catalyst temperature at this time is detected by the temperature sensor 18 and sent to the control circuit 19. . If the catalyst temperature is higher than the set temperature, the control circuit 19 does not output a control signal and the electromagnetic solenoid 21 is turned OFF.
is in a state of Therefore, since the negative pressure in the first intake manifold 5 acts on the negative pressure chamber of the vacuum advance mechanism 16 of the distributor 14, the first cylinder group 2 is operated in the same manner as the second cylinder group 3. , ignition occurs with normal ignition timing (vacuum advance angle/governor advance angle).
（）触媒温度が設定温度より低いとき
触媒コンバータ１２における触媒温度が設定温
度よりも低いと、制御回路１９は制御信号を出力
して、電磁ソレノイド２１をONにする。する
と、三方弁２０が動作して、負圧導入管２２を大
気に開放し、上記真空進角機構１６の負圧室には
大気圧が作用する。これにより、真空進角機構１
６の進角動作が行なわれず、第１の気筒群２は通
常の点火時期よりも遅角して点火され、後燃え状
態が起こつて燃焼時間が長くなり、排気ガスの温
度は上昇する。() When the catalyst temperature is lower than the set temperature When the catalyst temperature in the catalytic converter 12 is lower than the set temperature, the control circuit 19 outputs a control signal to turn on the electromagnetic solenoid 21. Then, the three-way valve 20 operates to open the negative pressure introduction pipe 22 to the atmosphere, and atmospheric pressure acts on the negative pressure chamber of the vacuum advance mechanism 16. As a result, the vacuum advance angle mechanism 1
6 is not performed, the first cylinder group 2 is ignited at a later timing than the normal ignition timing, an afterburning condition occurs, the combustion time becomes longer, and the temperature of the exhaust gas rises.
以上の作用における触媒温度と点火時期との関
係は第３図に示すようになる。 The relationship between catalyst temperature and ignition timing in the above action is shown in FIG.
なお、本発明の排気ガス浄化装置は上述のＶ形
エンジン１のほか水平対向ピストン形エンジンの
ように排気通路の連結構造が同様である他の多気
筒エンジンにも適用することができ、また、気化
器付のほか燃料噴射式のものにも適用することが
できる。また、温度センサ１８により触媒コンバ
ータ１２の触媒温度の検出は、該触媒温度を直接
的に検出するようにしても、あるいは排気ガス温
度から間接的に検出するようにしても良く、さら
に、温度センサ１８を第１の気筒群２に取付けて
該気筒群２における燃焼温度を検出し、この検出
結果により点火時期を制御しても良い。 In addition, the exhaust gas purification device of the present invention can be applied not only to the V-type engine 1 described above but also to other multi-cylinder engines having the same exhaust passage connection structure, such as horizontally opposed piston engines, and In addition to those with a carburetor, it can also be applied to fuel injection types. Further, the catalyst temperature of the catalytic converter 12 may be detected by the temperature sensor 18 directly or indirectly from the exhaust gas temperature. 18 may be attached to the first cylinder group 2 to detect the combustion temperature in the cylinder group 2, and the ignition timing may be controlled based on the detection result.
また、上述の実施例においては、触媒コンバー
タ１２の触媒温度を検出して、必要なときのみ第
１の気筒群２の点火時期を第２の気筒群３の点火
時期より遅らせるようにしているが、デイストリ
ビユータ１４の点火進角度合をデイストリビユー
タ１５の点火進角度合より常時若干低くするよう
に制御しても良い。 Further, in the above embodiment, the catalyst temperature of the catalytic converter 12 is detected and the ignition timing of the first cylinder group 2 is delayed from the ignition timing of the second cylinder group 3 only when necessary. The ignition advance angle of the distributor 14 may be controlled to be always slightly lower than the ignition advance angle of the distributor 15.
さらに、他の方法として、上記制御装置１７に
代えて、第１の気筒群２に供給する混合気の空燃
比を第２の気筒群の空燃比より熱効率の悪くなる
空燃比にして、該第１の気筒群２から排気される
排気ガス温度を該第２の気筒群３から排気される
排気ガス温度より上昇させるための制御装置を使
用しても良い。すなわち、第１の気筒群２におけ
る空燃比を第２の気筒群３における空燃比よりも
熱効率の悪くなる空燃比に制御することにより、
第２の気筒群３から排気される排気ガス温度より
第１の気筒群２から排気される排気ガス温度が上
昇する。 Furthermore, as another method, instead of using the control device 17, the air-fuel ratio of the air-fuel mixture supplied to the first cylinder group 2 is set to an air-fuel ratio that has worse thermal efficiency than the air-fuel ratio of the second cylinder group. A control device for raising the temperature of the exhaust gas exhausted from the first cylinder group 2 higher than the temperature of the exhaust gas exhausted from the second cylinder group 3 may be used. That is, by controlling the air-fuel ratio in the first cylinder group 2 to an air-fuel ratio that has worse thermal efficiency than the air-fuel ratio in the second cylinder group 3,
The temperature of the exhaust gas exhausted from the first cylinder group 2 is higher than the temperature of the exhaust gas exhausted from the second cylinder group 3.
（発明の効果）
以上詳述したように、本発明は集合排気通路に
集合される第１および第２の排気通路のうち、通
路長さの長い第１の排気通路に排気される排気ガ
スの温度を通路長さの短い第２の排気通路に排気
される排気ガスの温度より高くするようにエンジ
ンの燃焼状態を制御する制御装置を備えているか
ら、集合排気通路に設けた触媒コンバータを通過
する排気ガスの温度が適度に高く、出力が大きく
低下することなく該触媒コンバータによる排気ガ
スの浄化率が大幅に向上する。(Effects of the Invention) As described in detail above, the present invention provides for the exhaust gas to be exhausted to the first exhaust passage, which has a longer passage length, out of the first and second exhaust passages that are gathered together in the collective exhaust passage. It is equipped with a control device that controls the combustion state of the engine so that the temperature of the exhaust gas is higher than the temperature of the exhaust gas exhausted into the second exhaust passage, which has a shorter passage length, so that the exhaust gas passes through the catalytic converter installed in the collective exhaust passage. The temperature of the exhaust gas is appropriately high, and the purification rate of the exhaust gas by the catalytic converter is greatly improved without significantly reducing the output.
図面は本発明の実施態様を例示し、第１図は多
気筒エンジンの一部を切開した平面図、第２図は
同排気ガス浄化装置の制御装置を示すブロツク
図、第３図は同触媒コンバータの触媒温度と点火
時期との関係を示す線図である。
１……エンジン、２……気筒群（第１）、３…
…気筒群（第２）、９Ａ……排気通路（第１）、１
０Ａ……排気通路（第２）、１１……集合排気通
路、１２……触媒コンバータ、１７……制御装
置、Ａ……クランクシヤフト軸線。
The drawings illustrate embodiments of the present invention; FIG. 1 is a partially cut-away plan view of a multi-cylinder engine, FIG. 2 is a block diagram showing a control device of the exhaust gas purification device, and FIG. 3 is a diagram of the catalyst. FIG. 3 is a diagram showing the relationship between converter catalyst temperature and ignition timing. 1...Engine, 2...Cylinder group (first), 3...
...Cylinder group (second), 9A...Exhaust passage (first), 1
0A... Exhaust passage (second), 11... Collective exhaust passage, 12... Catalytic converter, 17... Control device, A... Crankshaft axis line.
Claims (1)
シヤフト軸線に対して両側にそれぞれ配置され、
該第１の気筒群および第２の気筒群にそれぞれ接
続した第１の排気通路および第２の排気通路が前
記クランクシヤフト軸線に対して該第２の排気通
路側へ偏倚した位置で集合排気通路に集合して連
結され、該集合排気通路が触媒コンバータを備え
てなるエンジンにおいて、前記第１の気筒群から
排気される排気ガスの温度が、第２の気筒群から
排気される排気ガスの温度よりも高くなるように
エンジンの燃焼状態を制御する制御装置を備えて
いることを特徴とする多気筒エンジンの排気ガス
浄化装置。1 A first cylinder group and a second cylinder group are respectively arranged on both sides of the crankshaft axis,
a collective exhaust passage at a position where a first exhaust passage and a second exhaust passage connected to the first cylinder group and the second cylinder group, respectively, are offset toward the second exhaust passage with respect to the crankshaft axis; In an engine in which the collective exhaust passage is provided with a catalytic converter, the temperature of the exhaust gas exhausted from the first cylinder group is equal to the temperature of the exhaust gas exhausted from the second cylinder group. 1. An exhaust gas purification device for a multi-cylinder engine, characterized by comprising a control device that controls the combustion state of the engine so that the combustion state is higher than that of the engine.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58073517A JPS59200010A (en) | 1983-04-25 | 1983-04-25 | Exhaust gas purifier of multicylinder engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP58073517A JPS59200010A (en) | 1983-04-25 | 1983-04-25 | Exhaust gas purifier of multicylinder engine |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPS59200010A JPS59200010A (en) | 1984-11-13 |
| JPH0472977B2 true JPH0472977B2 (en) | 1992-11-19 |
Family
ID=13520510
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP58073517A Granted JPS59200010A (en) | 1983-04-25 | 1983-04-25 | Exhaust gas purifier of multicylinder engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPS59200010A (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US6210149B1 (en) * | 1998-05-26 | 2001-04-03 | Zinovy Z. Plavnik | Pulse combustion system and method |
| JP7293958B2 (en) * | 2019-08-06 | 2023-06-20 | スズキ株式会社 | engine and vehicle |
-
1983
- 1983-04-25 JP JP58073517A patent/JPS59200010A/en active Granted
Also Published As
| Publication number | Publication date |
|---|---|
| JPS59200010A (en) | 1984-11-13 |
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