KR200450853Y1 - Catalystic converter for lpg car remodeled from diesel car - Google Patents

Abstract

The present invention is a shell member (shell) member having a catalyst therein, having a first opening and a second opening at both ends; A first cone member mounted to the first opening and having an inlet formed relatively smaller than the first opening; A second cone member mounted to the second opening and having an outlet formed relatively smaller than the second opening; A first support member provided inside the shell member and the first cone member and welded simultaneously with the shell member and the first cone member; And a second support member provided inside the shell member and the second cone member and welded at the same time as the shell member and the second cone member. The catalytic converter for LPG vehicles remodeling diesel vehicles by the above configuration can reduce the time and manpower required to manufacture, and can minimize the friction noise with the exhaust gas in the catalytic converter.

Catalytic converter, cone member, support member

Description

Catalytic converter for LPV vehicles remodeling diesel vehicles {CATALYSTIC CONVERTER FOR LPG CAR REMODELED FROM DIESEL CAR}

The present invention relates to a catalytic converter for LPG vehicles remodeling diesel vehicles, and more particularly, to a catalytic converter that improves work efficiency by reducing the number of processes of catalytic converters mounted on LPG vehicles remodeling diesel vehicles. It is about.

In general, the exhaust gas emitted from a vehicle includes harmless components such as carbon dioxide, oxygen, nitrogen, and hydrogen, and harmful components such as carbon monoxide, hydrocarbons, and sulfurous acid. In order to prevent such harmful components from being discharged to the atmosphere, the vehicle may be equipped with a purification device. The purifier purifies the harmful substances with components such as carbon dioxide, hydrogen, and oxygen, which are harmless to humans and the environment.

In particular, in order to minimize environmental pollution, some subsidies are provided by the government to convert diesel (diesel) vehicles into LPG vehicles. These modified LPG vehicles must be equipped with catalytic converters suitable for the modified LPG vehicles. That is, when the exhaust gas flows in and out, proper flow uniformity must be maintained in the catalytic converter, and the dead zone in which vortex occurs when the exhaust gas flows into the catalytic converter is minimized. It is desirable to design catalytic converters to do this.

Such a catalytic converter may include a shell in which a catalyst capable of purifying exhaust gas is accommodated, a cone-shaped inlet portion through which exhaust gas is introduced, and an exhaust portion through which the purified exhaust gas is discharged. In addition, the inner wall of the shell may be provided with a mat that can prevent the heat of the exhaust gas to be transferred to the shell, the stopper ring for supporting and fixing the mat and the catalyst inside the shell and inlet and the shell and outlet ) May be provided.

However, the shell, the inlet, the outlet and the stopper ring can be attached by welding, in particular, because each weld separately, there is a problem that the number of welding sites increases and the number of processes increases. That is, since the shell and the stopper ring are first joined by welding, and then the inlet and outlet parts are welded to the shell and the stopper ring welded to each other, there is a problem that the number of processes is large and the production efficiency is lowered.

In addition, as the number of processes increases, mass production becomes difficult, and producers also have a problem that less profit is generated according to production.

In addition, abnormal noise is generated during the flow of the exhaust gas into or out of the converter, and flow uniformity is also reduced.

The present invention provides a catalytic converter for LPG vehicles modified from diesel vehicles to improve the flow uniformity of the gas flowing into the inlet to minimize abnormal noise that may occur in the converter.

In addition, the present invention provides a catalytic converter for LPG vehicles remodeling diesel vehicles that can reduce the heat of the welding generated when welding the components of the converter to the catalyst or the mat to reduce the performance of the catalyst.

In addition, the present invention provides a catalytic converter for LPG vehicles that can be modified at the same time by forming a catalytic converter to be welded at the same time to minimize the number of manufacturing process to improve the work efficiency.

In order to achieve the above object, the present invention includes a central shell member having a catalyst contained therein and having a first opening and a second opening at both ends; A first cone member mounted to the first opening and having an inlet formed relatively smaller than the first opening; A second cone member mounted to the second opening and having an outlet formed relatively smaller than the second opening; A first support member provided inside the shell member and the first cone member and welded simultaneously with the shell member and the first cone member; And a second support member provided inside the shell member and the second cone member and welded simultaneously with the shell member and the second cone member, wherein the first and second support members are at one end of the mat. And a support part supporting the inner surface of the shell member, the support part being bent from the flange part and supporting and fixing the support part, wherein the support part is relatively longer than the length of the cell member and the first and second joint parts contacting or overlapping each other. It provides a catalytic converter for LPG vehicles retrofitting diesel vehicles, characterized in that formed long.

LPG vehicle catalytic converter remodeling the diesel vehicle by the above configuration can minimize the abnormal noise by improving the flow uniformity in the converter, it is possible to prevent the welding heat generated when manufacturing the catalytic converter is transmitted to the mat or catalyst. . In addition, the time and manpower required to manufacture a catalytic converter can be saved.

Both ends of the shell member of the LPG vehicle catalytic converter remodeling the diesel vehicle may include a first opening and a second opening. At least two catalysts may be provided inside the shell member, and a support member for supporting a mat or the like may be provided on the inner wall of the shell member such that the shell member, the first and second cone members, and the first and second support members are provided. When is welded, it is possible to minimize the transfer of welding heat to the catalyst or mat.

A first cone member and a second cone member may be provided at both ends of the shell member, the first cone member may be mounted to the first opening, and the second cone member may be mounted to the second opening.

The first cone member may include an inlet through which exhaust gas may be introduced, and may further include a first joint that communicates from the inlet to the first opening. In addition, the second cone member may include an outlet portion for discharging the purified exhaust gas through the shell member, and may further include a second joint portion for communicating the second opening portion at the outlet portion.

At this time, the diameter of the inlet portion may be formed smaller than the diameter of the first joint portion, the diameter of the outlet portion may also be formed smaller than the diameter of the second joint portion. The diameter of the inlet and outlet may be 50 mm to 55 mm, and the diameter of the first and second joints may be 100 mm to 120 mm. That is, the diameter of the inlet and outlet is preferably formed so that the diameter of the first and second joints is 1/2, and the diameter of the inlet and outlet is 1/2 of the diameter of the first and second joints. If formed to such a degree, the flow of the inlet or outlet exhaust gas may be smooth.

In addition, the side wall extending from the inlet to the first joint and the side wall extending from the second joint to the outlet may be formed in a conical shape, and the projection length from the inlet to the first joint and the outlet at the second joint The projection length to the portion may be formed in a length of 40 mm to 50 mm. Here, projection length means the length at the time of projecting with respect to the longitudinal direction of a shell member.

As described above, if the diameter of the inlet is smaller than the diameter of the first joint, and the projection length of the first joint is formed to be minimum at the inlet, the flow uniformity of the exhaust gas flowing in the catalytic converter can be improved. have. The lubrication uniformity may mean the flow of exhaust gas in the converter, and when the lubrication uniformity of the exhaust gas is improved, the exhaust gas remaining in the catalytic converter may be minimized to purify the incoming exhaust gas to the maximum.

That is, the velocity of the exhaust gas flowing from the inlet to the first joint portion can be significantly reduced by the first joint portion which is rapidly increased. At this time, the exhaust gas whose speed has been reduced may not flow to the place where the catalyst is present and may remain countercurrent in the first cone member. However, when the inlet part has a minimum projected length of the first joint part, the exhaust gas may not have enough space for the reverse flow, and thus the catalyst may be moved without changing the direction of travel. Therefore, the flow of the exhaust gas flowing in the catalytic converter can be made uniform, and the performance of purifying the exhaust gas of the catalytic converter can be improved.

In addition, since the length of the side wall extending from the inlet to the first joint and the side wall extending from the second joint to the outlet is shorter than the conventional length, a compact catalytic converter can be realized by reducing the overall size of the manufactured catalytic converter. Will be.

In addition, a first support member may be further provided inside the shell member and the first cone member. The first support member may include a flange portion and a support portion, the flange portion may support and fix both ends of the mat, and the support portion may be bent at the flange portion to support the inner surface of the shell member.

At this time, the second support member may be further provided inside the second cone member. The second support member may also include a flange portion and a support portion, and may serve to support and fix the mat and the support portion as described above.

Here, the support portion may be formed longer than the length of the shell member and the first and second cone member in contact with the outer wall of the first and second cone member. That is, the support portion may protrude a predetermined length from the inner surface of the shell member along the outer walls of the first and second cone members.

The support portion protruding relatively to the shell member can reduce the transfer of welding heat generated when the shell member, the first and second cone members, and the first and second support members are simultaneously welded to the mat or the catalyst. The chemical properties of the mat or catalyst can be prevented from changing.

In addition, when the shell member, the first and the second cone member and the first and the second support member are welded at the same time, the number of processes, time, etc. required to manufacture the catalytic converter can be reduced, and the catalytic converter can be saved by the reduced time. It can be easy to produce in large quantities.

As described above, the present invention improves the uniformity of the flow of the exhaust gas flowing into the inlet or the outlet, thereby minimizing abnormal noise that may occur in the LPG vehicle catalytic converter remodeling a diesel vehicle. That is, the exhaust gas remaining in the catalytic converter may generate a friction sound with the catalytic converter, and the frictional sound with the catalytic converter is minimized by minimizing the amount of exhaust gas remaining in the catalytic converter by minimizing the projection length of the inlet and the first joint. Can be minimized.

In addition, the present invention can improve the flow uniformity to reduce the thermal expansion that can occur in the catalytic converter for LPG vehicle retrofit diesel. That is, by properly forming the inlet and outlet portions of the catalytic converter and the first and second joint portions, the exhaust gas may collide with the catalytic converter by minimizing the pressure of the gas flowing into or out of the inlet and outlet portions. Pressure can be minimized. As a result, it is possible to minimize thermal expansion that may occur in the catalytic converter, thereby improving the exhaust gas purification performance of the catalytic converter.

In addition, the present invention can prevent corrosion of the catalytic converter. Increasing the flow uniformity of the gas entering the catalytic converter can minimize the occurrence of dead zones (areas where unpurified gas remains unpurified or vortices occur). When the occurrence of the dead zone is minimized, the hot exhaust gas staying in the dead zone is reduced, and the moisture generated by the cooling of the catalytic converter is minimized, and the corrosion of the catalytic converter by the moisture can be prevented.

In addition, the present invention can minimize the number of manufacturing process by welding the connecting portion of the catalytic converter at the same time. In other words, by welding the connection portion of the shell member, the first cone member and the first support member and the connection portion of the shell member, the second cone member and the second support member at the same time, to produce a catalytic converter for LPG vehicles remodeling diesel vehicles Work efficiency can be improved by minimizing the time and manpower required.

In addition, the present invention may reduce the overall size of the catalytic converter by reducing the horizontal projection length of the cone member attached to both sides of the shell member.

Hereinafter, with reference to the accompanying drawings will be described in detail with respect to the configuration and operation according to an embodiment of the present invention. The following description is one of several aspects of the patentable invention and the following description forms part of the detailed description of the invention. However, in describing the present invention, a detailed description of a known function or configuration will be omitted to clarify the gist of the present invention.

1 is a perspective view showing an LPG vehicle catalytic converter remodeling a diesel vehicle according to an embodiment of the present invention, Figure 2 is an exploded perspective view for explaining the configuration of a catalytic converter for LPG vehicle remodeling a diesel vehicle according to Figure 1 3 is a cross-sectional view for explaining the configuration of the catalytic converter for LPG vehicles remodeling the diesel vehicle according to FIG.

Prior to describing the present invention, the LPG vehicle catalytic converter remodeling the diesel vehicle of the present invention may be mounted only when the diesel vehicle is converted into an LPG vehicle. Each member constituting the components can be welded at the same time to minimize the time and manpower required to manufacture the catalytic converter. For reference, welding means attaching each device separated by welding the material of metal, steel, etc.

1 and 2, the LPG vehicle catalytic converter 100 remodeling the diesel vehicle of the present invention is introduced into the shell member 120 disposed at the center, and the LPG vehicle catalytic converter 100 remodeling the diesel vehicle. The first cone member 140 having the inlet 142 through which the gas passes and the second cone member having the outlet 162 through which the purified exhaust gas can flow out while passing through the shell member 120 ( 160).

First and second openings 126 and 126 may be formed at both ends of the shell member 120. Although the first opening is not specifically illustrated in FIGS. 1 and 2, the first opening may have the same shape as the second opening 126 and may be provided at a position facing the second opening 126.

At least two catalysts 124 may be provided in the shell member 120. In addition, the inside of the shell member 120, more specifically, the inner wall surface of the catalyst 124 may be provided with a mat 126, the mat 126 is the first or second cone member and shell member 120 to be described later May simultaneously block the transfer of the weld heat to the catalyst 124 when welded (P).

At least one catalyst 124 may be provided, and the present invention will be described by way of example in which two catalysts 124 are provided. The catalyst 124 uses an oxidation catalyst to remove carbon monoxide (CO), hydrocarbons (HC), and nitrogen oxides (NOｘ), which are the exhaust gases of the vehicle, without harmless carbon dioxide (CO ₂ ), water (H ₂ O), and nitrogen (N ₂ ). Can be redox. Here, the catalyst 124 is preferably a three-way catalyst.

Hereinafter, the shell member 120 will be described as an example formed in a cylindrical shape, but may be formed in various shapes such as polygons, ellipses, etc. according to conditions, design specifications, etc. required by the design. In addition, since the first and the second cone member described below is a device mounted with the shell member, it is preferable that the first and second cone members are formed in substantially the same shape as the shell member. Shall be.

The first cone member 140 and the second cone member 160 may be provided at both ends of the shell member 120. That is, the first cone member 140 may be mounted in the first opening of one end of the shell member 120, and the second cone member 160 may be mounted in the second opening 126 of the other end of the shell member 120. .

In particular, the first cone member 140 may include an inlet 142 through which exhaust gas may be introduced, and a first joint portion on which the first cone member 140 and the shell member 120 may be mounted. 148 may be included.

As described above, the first cone member 140 may be formed in a circular shape. Accordingly, the cross-sections of the inlet 142 and the first joint 148 may be formed in a circular shape. In particular, the diameter d₁ of the inlet 142 may be larger than the diameter d2 of the first joint 148. It can be formed with a relatively small diameter.

In addition, the first joint 148 is preferably formed to have a diameter substantially the same as the diameter of the first opening of the shell member 120. This is because when the diameter of the first joint 148 and the first opening is substantially the same, the gas introduced into the inlet 142 is prevented from leaking to the outside through the first joint 148 or the first opening. to be.

In addition, the first cone member 140 may include a diffusion part 146 connecting the inlet part 142 and the first joint part 148. The exhaust pipe of the vehicle connected to the inlet 142 may be smaller than the catalytic converter. Therefore, the diffusion part 146 may serve to expand the region where the gas passes so that the exhaust gas can be purified in a wider region of the catalytic converter 100.

The cross section of the diffusion portion 146 may be formed in a conical shape. In other words, the region in which the gas introduced into the inlet 142 and the catalyst 124 meet is widened to have a conical shape, thereby improving performance of the catalytic converter 100 in purifying exhaust gas. Here, the diffusion portion 146 may be formed such that the cross section is curved, straight or a combination thereof when the diffusion portion 146 is cut in the longitudinal direction of the shell member 120 as well as a perfect cone shape. That is, the shape of the diffusion portion 146 may be determined in consideration of the flow uniformity or noise generation of the exhaust gas.

In addition, the second cone member 160 is connected to the second opening 128 so that the gas introduced from the inlet 142 is discharged through the outlet 162 and the second joint 168 and the converging part 166. It may include.

Similar to the diameter d₁ of the inlet 142 having a diameter relatively smaller than that of the first joint 148, the diameter of the outlet 162 is a relatively smaller diameter than that of the second joint 168. Can be formed.

In addition, the second joint 168 may have a diameter substantially the same as that of the second opening 128. As described above, the diameters of the second opening 128 and the second joint 168 may be substantially the same in order to prevent the introduced gas from leaking out until it is purified and discharged through the outlet 162. Can be.

In addition, the second cone member 160 may include a converging portion 166 connecting the second joint portion 168 and the outlet portion 162. Here, since the shape of the converging portion 166 is similar to the shape of the diffusion portion 146, a detailed description thereof will be omitted.

Exhaust gas introduced into the inlet 142 may be diffused through the first joint 148 to purify harmful substances by the catalyst 124. The purified gas may converge through the converging portion 166 and be discharged to the outside of the shell member 120.

Herein, the diameters of the inlet 142 and the outlet 162 and the diameters of the first joint 148 and the second joint 168 may be formed to have the same diameter. This is because the amount of gas introduced and the amount of gas discharged must be similar so that the difference in the gas velocity of the gas introduced and discharged is small. However, the inlets and outlets may have different diameters depending on the required conditions and design specifications.

Hereinafter, the present invention will be described with an example of forming the diameters of the inlet part 142 and the outlet part 162 in a range of 50 mm to 55 mm, and the diameters of the first joint part 148 and the second joint part 168 Although described with an example of forming from 100mm to 120mm, each diameter can be changed according to the design specifications required in the design.

For example, in the present invention, the diameter of the inlet 142 and the outlet 162 may be formed to be about 1/2 of the diameter of the first and second joints 168, respectively. Such a configuration is to increase the uniformity of flow until the gas introduced into the inlet 142 flows out to the outlet 162. For example, if the diameter of the first joint 148 is relatively larger than the diameter of the inlet 142, the gas introduced into the inlet 142 may be at a relatively small velocity at the first joint 148. Go to 120. The gas flowing at a considerably small speed may not move to the shell member 120 in some cases, and may remain in a portion where the first cone member 140 and the shell member 120 are connected, and a dead zone in this portion An area may be formed. Dead zone refers to a region in which vortex occurs among the exhaust gases introduced into the catalytic converter, and when such a dead zone occurs, the performance of the catalytic converter is degraded and the amount of exhaust gas purified through the catalyst is reduced. Can be. Accordingly, the amount of exhaust gas remaining in the catalytic converter by the configuration in which the diameters of the inlet 142 and the outlet 162 are about 1/2 of the diameter of the first and second joints 168, respectively. By minimizing this, exhaust gas can be purified to the maximum.

In addition, the horizontal projection length l of the first cone member 14 extending from the inlet portion 142 to the first joint portion 148 and the second joint portion 168 at the outlet portion 162. The horizontal projection length (L2) of the second cone member 160 extending to may be formed to a length of 40mm to 50mm. Here, the horizontal projection length means the length when the projection is made in the longitudinal direction of the shell member 120.

The horizontal projection length ℓ 의 of the first joint 148 at the inlet 142 may be the same as or similar to the projection length ℓ₂ extending from the outlet 162 to the second joint 168. Therefore, in the present invention, the projection length L₁ extending from the inlet 142 to the first joint 148 will be described by way of example.

As described above, when the diameter of the inlet 142 is formed to be about one half of the diameter of the first joint 148, the catalyst does not remain in the exhaust gas flowing into the catalytic converter 100. This can reduce the incidence of dead zones. Similarly, when the horizontal projection length L1 extending from the inlet part 142 to the first joint part 148 is formed to a minimum length (40 mm to 50 mm), the diffusion part (1) is formed in the first cone member 140. The velocity of the gas diffused in 146 is significantly reduced, thereby minimizing the occurrence of dead zone, that is, the region flowing backward without being moved to the shell member 120.

That is, the horizontal projection length extending from the conventional inlet to the first joint is longer than the horizontal projection length (L 고안) of the present invention. As a result, the horizontal projection length that the exhaust gas travels is increased in the catalytic converter. The amount of exhaust gas could increase. However, the present invention minimizes the amount of gas remaining in the catalytic converter by minimizing the moving distance of the exhaust gas by minimizing the horizontal projection length (l₁), thereby minimizing the occurrence of dead zones.

Hereinafter, with reference to FIGS. 4 and 5, an example in which dead zone occurrence is minimized according to the horizontal projection length L₁ extending from the inlet part 142 to the first joint part 148 will be described in detail.

In this case, the shell member 120 and the first cone member 140 may be further provided with a first support member 150 that can be welded at the same time as the shell member 120 and the first cone member 140. Correspondingly, a second support member 190 may be further provided in the shell member 120 and the second cone member 160 to be welded simultaneously with the shell member 120 and the second cone member 160. .

Hereinafter, the first and second support members 150 and 190 will be described with reference to FIG. 3, and in particular, the second support member 190 will be described as an example. In addition, in the present invention, the second support member 190 will be described as an example, but the first support member 150 may be formed in the same or similar manner as the second support member 190, and the first and second support members. The shape of the members 150 and 190 may be variously changed according to conditions, design specifications, and the like required for the design.

The second support member 190 may include a flange portion 194 and a support portion 192. The flange portion 194 may support and fix both ends of the mat 126, and the support portion 192 may be bent at the flange portion 194 to contact and support the inner surface of the shell member 120. In particular, the support 192 is provided along the second joint 168 of the second cone member 160 to be formed longer than the length (ℓ₂) that the shell member 120 and the second cone member 160 contact or overlap. (L₃).

As such, when the length of the support part 192 is provided along the second joint part 168 is formed to be relatively longer than the length of the inner surface of the shell member 120 and the second cone member 160 abut or overlap, In the case of welding the member 120, the support 192, and the second cone member 160 at the same time, an area in which the material can be contacted can be sufficiently secured. As a result, the shell member 120, the support 192, and the like can be secured. The bonding strength of the second cone member 160 may be further improved.

For example, when welding each member at the same time, welding heat may be generated, and the generated welding heat affects the mat 126 or the catalyst 124 provided inside the shell member 120, thereby causing chemical properties of the catalyst 124. This may be modified. In order to prevent such a phenomenon, the first and second support members 170 and 190 may be provided. In particular, the support portion 192 has a length protruding along the outer walls of the first and second cone members 140 and 160 so that the inner surface of the shell member 120 and the first and first and second cone members 140 and 160 contact each other. It may be formed relatively longer than the length to prevent the welding heat from being transferred to the mat 126 or the catalyst 124.

That is, the length of the support portion 192 provided along the second joint portion 168 is formed longer than the length of the shell member 120 and the second cone member 160 contact or overlap, thereby the shell member 120, The welding heat generated when the joint portions of the second cone member 160 and the second support member 190 are welded P at the same time can be minimized to be transmitted to the mat 126 or the catalyst 124.

In addition, since the shell member 120, the support 192 and the cone members 140, 160 are disposed in stages and are welded thereon, the shell member 120, the support 192, and the cone members 140, 160 are all sufficiently formed. It is possible to come in contact with the welding material and eventually to achieve a tight coupling state. In addition, since welding is performed on the outer surfaces of the shell member 120, the support 192, and the cone members 140 and 160, welding heat is transmitted to the inner surfaces of the shell member 120, the support 192, and the cone members 140 and 160. Can be effectively prevented.

The shell member 120, the first cone member 140, the first support member 150, the shell member 120, the second cone member 160, and the second support member 190 may be welded at the same time. have. That is, after welding the joints of the shell member 120, the first cone member 140 and the first support member 150, the catalyst 124 and the mat 126 are accommodated in the shell member 120. The joints of the shell member 120, the second cone member 160, and the second support member 190 may be welded (P). Welding each member simultaneously minimizes the time and manpower required to manufacture the catalytic converter.

On the other hand, Figure 4 is a view showing the flow state of the exhaust gas in the catalytic converter for LPG vehicle remodeling diesel vehicle of the present invention, Figure 5 is an enlarged view of the A region in the catalytic converter for LPG vehicle remodeling the diesel vehicle of Figure 4 to be.

4 and 5, the unpurified exhaust gas Ga is introduced through the inlet 142 of the first cone member 140 (refer to FIG. 2), so that the first joint 148 and the first opening are provided. It may be introduced into the shell member 120 through. The introduced exhaust gas may be purified through the catalyst 124, and the purified exhaust gas Gb is the second joint of the second opening 126 (see FIG. 2) and the second cone member 160 (see FIG. 2). Via the outlet 168 may be discharged through the outlet 162.

As described above, the cross-sections of the first joint 148 and the second joint 168 in the inlet 142 and the outlet 162 are formed in a conical shape, with respect to the longitudinal direction of the shell member 120. The projection length ℓ₁ of the inlet 142 and the first joint 148 may be formed to have a length of 40 mm to 45 mm. In addition, the diffusion part 146 and the converging part 166 of the present invention may be formed to be inclined at a predetermined angle θ (about 43 ° to 48 °) with respect to the vertical axis Ha of the shell member 120.

As described above, cross-sections of the first and second joints 168 are formed in a conical shape at the inlet 142 and the outlet 162, and the diffusion part 146 and the converging part 166 have a predetermined angle θ. When formed inclined at), it is possible to prevent the dead zone from occurring in the first and second cone members 140 and 160.

That is, as shown in FIG. 4, the diameter d ′ of the inlet 142 may be smaller than the diameter d 2 of the first joint 148. Thus, the velocity of the unpurified exhaust gas Ga flowing into the inlet 142 may be drastically reduced at the first joint 148. Due to the sharply reduced speed, some of the unpurified exhaust gas spread across the first cone member may not be able to proceed to the catalyst, and a dead zone may occur that may remain in the first cone member.

However, when the cross-section of the first joint 148 in the inlet 142 is formed in a conical shape, it is possible to guide the natural flow to move the unpurified exhaust gas (Ga). That is, as shown in FIG. 4, since the exhaust gas flows evenly even in the portion Da of which the diameter of the flow path through which the exhaust gas passes suddenly greatly changes, the occurrence of the dead zone can be reduced in this portion.

In addition, when the projection length l₁ of the inlet portion 142 and the first joint portion 148 in the longitudinal direction of the shell member 120 is formed to a minimum length (40 mm to 45 mm), the dead zone region (a relatively small It is difficult to form a space in which exhaust gas proceeding at a speed may reverse or vortex flow may occur.

Therefore, the purification performance of the catalytic converter 100 may be improved because the amount of the gas remaining without the purified unpurified exhaust gas Ga remaining therein may be minimized.

In addition, the exhaust gas remaining in the catalytic converter generates moisture as the catalytic converter cools, and the catalytic converter may corrode. By minimizing the occurrence of dead zones in which gas remains in the catalytic converter 100, the catalytic converter 100 Corrosion can be prevented.

In addition, as described above, the diameter d₁ of the inlet 142 may be formed to a diameter about 1/2 times smaller than the diameter d2 of the first joint 148. This may make the flow of the gas flowing into or out of the inlet 142 or the outlet 162 uniform. If the diameters of the inlet 142 and the outlet 162 are significantly smaller than the diameters of the first and second joints 168, the velocity of the exhaust gas may be drastically reduced or rapidly increased. Therefore, since the collision of the gas may be frequent, the pressure of the inlet and the outlet may be increased to accelerate the thermal expansion of the gas.

However, if the diameter (d ₁) of the inlet portion 142 is formed to a diameter about 1/2 times smaller than the diameter (d₂) of the first joint portion 148, as in the present invention, the gas flows more naturally Can be. Therefore, the pressure of the inlet 142 and the outlet 162 is not increased, and the performance of the catalytic converter 100 due to thermal expansion of the gas can be prevented from being lowered. In addition, since the gas purification performance of the catalytic converter 100 is improved, unnecessary noise that may occur between the exhaust gas passing through the inlet 142 and the outlet 162 and the catalytic converter 100 may be minimized.

On the other hand, to explain the flow uniformity of the dead zone, the gas according to the above configuration, the inlet 142 and the first joint 148 of Figs. The second joint 168 may also reduce the occurrence of the dead zone, and the diameter of the outlet 162 and the second joint 168 should be formed according to the flow uniformity of the gas. That is, as shown in FIG. 4, since the exhaust gas flows evenly in the portion Db where the diameter of the flow path through which the exhaust gas passes suddenly changes, the occurrence of the dead zone can be reduced.

For reference, the flow uniformity means that the fluid / gas flows uniformly in a predetermined space. When the flow uniformity is improved, the amount of the exhaust gas flowing into the catalytic converter and the amount of the gas being purged and discharged are similar or uniform, thereby minimizing the amount of unpurified exhaust gas accumulated in the vehicle.

As described above, since each member of the LPG vehicle catalytic converter 100 remodeling the diesel vehicle of the present invention can be welded at the same time, it is possible to minimize the time and manpower required to manufacture the catalytic converter. Therefore, the number of processes required to manufacture the catalytic converter can be reduced to a minimum, and the production time can be reduced, thereby enabling the mass production of the catalytic converter.

In addition, since the LPG vehicle catalytic converter 100 remodeling the diesel vehicle of the present invention can improve the flow uniformity of the gas can be improved the degree of purification of the exhaust gas.

As described above, the present invention has been described with reference to the preferred embodiments of the present invention, but those skilled in the art can variously modify and devise the present invention without departing from the spirit and scope of the present invention as set forth in the claims below. It will be appreciated that it can be changed.

1 is a perspective view illustrating a catalytic converter for an LPG vehicle remodeling a diesel vehicle according to an embodiment of the present invention.

FIG. 2 is an exploded perspective view for explaining the configuration of the LPG vehicle catalytic converter remodeling the diesel vehicle according to FIG. 1.

3 is a cross-sectional view for explaining the configuration of a catalytic converter for LPG vehicles remodeling the diesel vehicle according to FIG.

4 is a cross-sectional view for explaining the inflow and outflow of gas in the catalytic converter for LPG vehicle remodeling diesel vehicle of the present invention.

FIG. 5 is an enlarged cross-sectional view of a region A enlarged in a catalytic converter for an LPG vehicle remodeling the diesel vehicle of FIG. 4.

<Explanation of symbols for the main parts of the drawings>

100: LPG automotive catalytic converter adapted from diesel vehicles

120: shell member

140: first cone member 142: inlet

146: diffuser 148: first joint

150: first support member 160: second cone member

162: outlet portion 166: convergence portion

168: second joint 190: second support member

192: support portion 194: flange portion

Claims (8)

A shell member accommodating a catalyst and a mat therein and having first and second openings at both ends; A first cone member having a first joint portion mounted to the first opening portion and an inlet portion formed relatively smaller than the first joint portion; A second cone member having a second joint portion mounted to the second opening portion and an outlet portion formed relatively smaller than the second joint portion; A first support member provided inside the shell member and the first cone member and welded simultaneously with the shell member and the first cone member; And A second support member provided inside the shell member and the second cone member and welded simultaneously with the shell member and the second cone member; Including, The first and second support members include a flange portion for supporting and fixing one side end of the mat and a support portion bent at the flange portion to support an inner surface of the shell member. The support unit is a LPG vehicle catalytic converter remodeling a diesel vehicle, characterized in that the shell member and the first and second joints are formed relatively longer than the length of the contact or overlapping. The method of claim 1, The first cone member includes a diffusion portion connecting the inlet portion and the first joint portion, the cross section of the diffusion portion is formed in a curved, straight line or a combination thereof, The second cone member includes a converging portion connecting the outlet portion and the second joint portion, wherein the cross section of the converging portion is an LPG vehicle catalyst remodeling a diesel vehicle, characterized in that formed in a curved line, a straight line, or a combination thereof. Converter. The method of claim 2, Cross sections of the diffusion portion and the convergence portion are formed in a conical shape, The projected length from the inlet to the first joint and the projection from the outlet to the second joint in the longitudinal direction of the shell member are 40 mm to 45 mm, respectively. LPG automotive catalytic converter. The method of claim 1, Cross sections of the inlet, the first joint and the outlet, the second joint is formed in a circular shape, The inlet and the outlet portion has a diameter of 50mm to 55mm, the diameter of the first and second joints of the LPG vehicle catalytic converter remodeling a diesel vehicle, characterized in that formed in 100mm to 120mm. The method of claim 1, Catalytic converter for LPG vehicles remodeling diesel vehicles, characterized in that the diffusion portion and the convergence portion inclined to 43 ° to 48 ° with respect to the vertical axis of the shell member. The method according to any one of claims 1 to 4, The support unit is an LPG vehicle catalytic converter remodeling a diesel vehicle, characterized in that to prevent the heat of deposition is transferred to the catalyst or the mat. The method of claim 6, The support portion is provided along the outer walls of the first and second joint portion from the inner surface of the shell member. Catalytic converter for LPG vehicles modified from diesel vehicles. The method of claim 6, The inlet and the outlet of the diameter of the LPG vehicle catalytic converter remodeling diesel vehicle, characterized in that the diameter of the first joint and the second joint is 1/2.

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