WO2016035154A1 - Exhaust device for internal combustion engine - Google Patents

Exhaust device for internal combustion engine Download PDF

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Publication number
WO2016035154A1
WO2016035154A1 PCT/JP2014/073133 JP2014073133W WO2016035154A1 WO 2016035154 A1 WO2016035154 A1 WO 2016035154A1 JP 2014073133 W JP2014073133 W JP 2014073133W WO 2016035154 A1 WO2016035154 A1 WO 2016035154A1
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WIPO (PCT)
Prior art keywords
exhaust
exhaust pipe
cylinder
combustion engine
internal combustion
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PCT/JP2014/073133
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French (fr)
Japanese (ja)
Inventor
濱本　高行
杉山　孝伸
英弘 藤田
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日産自動車株式会社
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Priority to PCT/JP2014/073133 priority Critical patent/WO2016035154A1/en
Publication of WO2016035154A1 publication Critical patent/WO2016035154A1/en

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    • 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
    • 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
    • F01N13/00—Exhaust or silencing apparatus characterised by constructional features ; Exhaust or silencing apparatus, or parts thereof, having pertinent characteristics not provided for in, or of interest apart from, groups F01N1/00 - F01N5/00, F01N9/00, F01N11/00
    • F01N13/08—Other arrangements or adaptations of exhaust conduits
    • F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
    • 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
    • F01N3/24—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 constructional aspects of converting apparatus
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D35/00—Controlling engines, dependent on conditions exterior or interior to engines, not otherwise provided for
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02F—CYLINDERS, PISTONS OR CASINGS, FOR COMBUSTION ENGINES; ARRANGEMENTS OF SEALINGS IN COMBUSTION ENGINES
    • F02F1/00—Cylinders; Cylinder heads 
    • F02F1/24—Cylinder heads
    • F02F1/42—Shape or arrangement of intake or exhaust channels in cylinder heads

Definitions

  • the present invention relates to an exhaust system for a multi-cylinder internal combustion engine, and in particular, a collective exhaust pipe through which exhaust from a plurality of cylinders flows and an individual exhaust pipe through which exhaust from individual cylinders flow independently are connected to a single catalytic converter.
  • the present invention relates to an exhaust device for an internal combustion engine.
  • Patent Document 1 discloses that in an in-line four-cylinder internal combustion engine, exhaust ports of cylinders # 2 and # 3 whose ignition order is not continuous are merged inside the cylinder head, while exhaust ports of cylinders # 1 and # 4 are left as they are.
  • An exhaust device configured to open on the side of the cylinder head is disclosed. That is, the exhaust ports of the # 2 and # 3 cylinders are configured as one collective exhaust port, and the exhaust port of the # 1 cylinder and the exhaust port of the # 4 cylinder are configured as individual exhaust ports for each individual cylinder. Yes.
  • the collective exhaust ports for the # 2 and # 3 cylinders are connected to the catalytic converter via one collective exhaust pipe, and the individual exhaust ports of the # 1 and # 4 cylinders are independent individual exhaust pipes. Is connected to the catalytic converter.
  • the temperature of the exhaust gas introduced into the catalytic converter via the collective exhaust pipe can be high during the cold start. This is advantageous in terms of early activity of the catalyst.
  • the flow rate of the exhaust gas introduced into the catalytic converter via the collective exhaust pipe differs from the flow rate of the exhaust gas introduced into the catalytic converter via the individual exhaust pipe. It becomes difficult to correctly detect the exhaust characteristic of each cylinder (in other words, as an average characteristic of all the cylinders) with one exhaust sensor (air-fuel ratio sensor or exhaust temperature sensor) arranged.
  • the collective exhaust pipe where the exhaust ports of the # 2 and # 3 cylinders merge has a larger passage cross-sectional area than the individual exhaust pipe of each cylinder, so the flow rate of the exhaust gas flowing inside is relatively low. Therefore, the exhaust gas introduced into the end portion of the catalytic converter spreads to some extent and flows.
  • the exhaust gas introduced from the individual exhaust pipes of the # 1 cylinder and the # 4 cylinder has a high flow velocity and high straightness.
  • the present invention relates to an exhaust system for an internal combustion engine in which a collective exhaust pipe through which exhaust from a plurality of cylinders flows and an individual exhaust pipe through which exhaust from individual cylinders flow independently are connected to a diffuser portion of a single catalytic converter.
  • An exhaust sensor provided in the diffuser portion is located at a position downstream of the collective exhaust pipe.
  • the collective exhaust pipe through which the exhaust of a plurality of cylinders flows has a larger passage cross-sectional area than the individual exhaust pipe of each cylinder, so the flow rate of exhaust gas flowing inside is relatively low. Therefore, the exhaust gas introduced into the end portion of the catalytic converter flows through the diffuser portion while expanding to some extent. Accordingly, it becomes a relatively uniform gas and passes through the exhaust sensor.
  • the exhaust gas introduced from the individual exhaust pipe flows into the diffuser part as a gas flow having a high flow velocity and high straightness, but this does not directly collide with the exhaust sensor, but collides with the end face of the catalyst carrier and is reflected. Gas flow reaches the exhaust sensor. Accordingly, the deviation of the flow is alleviated and the gas reaches a relatively uniform gas and reaches the exhaust sensor.
  • the exhaust sensor may be either an air-fuel ratio sensor or an exhaust temperature sensor.
  • FIG. 2 is a cross-sectional view taken along line AA in FIG. 1. Explanatory drawing which shows the introduction angle of the exhaust_gas
  • FIG. 6 is a sectional view taken along line BB in FIG. 5.
  • FIGS. 1 and 2 show a first embodiment in which the present invention is applied to an in-line four-cylinder internal combustion engine 1.
  • the internal combustion engine 1 includes a cylinder block 2 and a cylinder head 3, and an exhaust port (not shown) of each cylinder extends toward one side surface 3 a of the cylinder head 3.
  • the exhaust ports of the # 1 cylinder and the # 4 cylinder are opened to the side surface 3a of the cylinder head 3 as individual exhaust ports independently for each cylinder, and the exhaust ports of the # 2 cylinder and the # 3 cylinder are cylinders. They merge with each other inside the head 3 and open to the side surface 3a of the cylinder head 3 as one collective exhaust port.
  • the ignition timings of the # 2 and # 3 cylinders are separated by 360 ° CA, and no exhaust interference occurs.
  • the exhaust manifold 5 attached to the side surface 3a of the cylinder head 3 is connected to the # 1 individual exhaust pipe 6 connected to the individual exhaust port of the # 1 cylinder and the individual exhaust port of the # 4 cylinder.
  • # 4 individual exhaust pipe 7 and a collective exhaust pipe 8 connected to a central collective exhaust port, and the base ends of these three exhaust pipes 6, 7, 8 are supported by a head mounting flange 9.
  • the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7 have a substantially circular cross-sectional shape
  • the collective exhaust pipe 8 has an elongated oval cross-sectional shape extending in the cylinder row direction.
  • the passage cross-sectional area of the collective exhaust pipe 8 is set larger than the individual passage cross-sectional areas of the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7.
  • the tips of # 1 individual exhaust pipe 6, # 4 individual exhaust pipe 7 and collective exhaust pipe 8 are connected to a diffuser portion 11a on the upstream side of a single catalytic converter 11, respectively.
  • the catalytic converter 11 is a cylindrical monolithic catalyst carrier accommodated in a cylindrical metal case, and the diffuser portion 11a forms a space whose diameter gradually increases between the end face of the catalyst carrier. It has a substantially conical shape.
  • the catalytic converter 11 is located on the side of the cylinder block 2, and the central axis L of the catalytic converter 11 is obliquely outward with respect to the vertical direction of the internal combustion engine 1 (the arrow y direction in FIG. 1). It is arranged in a posture that becomes slanted. Further, as shown in FIG. 2, in the cylinder row direction, the cylinder head 3 is disposed at a substantially central position (that is, to the side of the collective exhaust port of the # 2 and # 3 cylinders).
  • the collective exhaust pipe 8 linearly extends from the head mounting flange 9 along the direction orthogonal to the cylinder row direction, and is bent so that the tip portion is directed downward, and faces the upper side of the diffuser portion 11a. It is connected to a conical surface (in particular, a position close to the central axis L). As shown in FIG. 3, at the connection portion with the catalytic converter 11, the collective exhaust pipe 8 has a semicircular cross-sectional shape.
  • the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7 positioned before and after the cylinder row direction are curvedly extended in the cylinder row direction so as to be substantially symmetric in a plan view, and the tip portion is directed downward. And is connected to a conical surface facing the upper side of the diffuser portion 11a (particularly, a portion closer to the outer periphery relatively away from the central axis L). More specifically, the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7 merge in a substantially Y shape or a T shape in the immediate vicinity of the catalytic converter 11, and the connecting pipe portion 12 becomes one after the merge. Is connected to the diffuser section 11a. As shown in FIG. 3, the connecting pipe portion 12 has a semicircular cross-sectional shape that is symmetrical to the end portion of the collecting exhaust pipe 8.
  • An air-fuel ratio sensor 13 is attached to the conical surface of the diffuser portion 11a as an exhaust sensor.
  • the air-fuel ratio sensor 13 is offset from the downstream side of the collective exhaust pipe 8 in the circumferential direction 360 ° of the diffuser portion 11a.
  • the exhaust pipe connecting portion of the diffuser portion 11a is circular as a whole
  • the collective exhaust pipe 8 occupies a semicircular region
  • the connection pipes of the individual exhaust pipes 6 and 7 Although the portion 12 occupies the remaining semicircular region, the air-fuel ratio sensor 13 has a semicircular angular range occupied by the collective exhaust pipe 8 when the diffuser portion 11a is viewed from the direction of FIG. 3 within an angle ⁇ ).
  • a virtual line M in FIG. 1 is a line obtained by extending the boundary between the two semicircles in FIG. 3 downward.
  • the air-fuel ratio sensor 13 has a tip portion slightly serving as a detection portion protruding into the diffuser portion 11a.
  • FIG. 4 is an explanatory view showing the introduction direction of the exhaust gas flowing into the diffuser portion 11a from the individual exhaust pipes 6 and 7 and the collective exhaust pipe 8 described above.
  • Exhaust gas flowing through the # 2 and # 3 cylinders collective exhaust pipe 8 flows into the diffuser portion 11a along the direction of the arrow G1, and travels toward the end face of the catalyst carrier while passing through the detection portion of the air-fuel ratio sensor 13. .
  • the introduction angle ⁇ 1 of the arrow G1 with respect to the central axis L of the catalytic converter 11 is not 0 but is relatively small.
  • the exhaust gas flowing through the individual exhaust pipes 6 and 7 flows into the diffuser part 11a along the direction of the arrow G2 via the connection pipe part 12, and travels toward the end face of the catalyst carrier.
  • the introduction angle ⁇ 2 of the arrow G2 with respect to the central axis L of the catalytic converter 11 is relatively larger than the introduction angle ⁇ 1 of the arrow G1.
  • the difference between the introduction angle ⁇ 1 and the introduction angle ⁇ 2 is 30 ° to 60 °.
  • the exhaust from the # 1 and # 4 cylinders that flowed in at a relatively high flow rate along the arrow G2 does not directly collide with the air-fuel ratio sensor 13.
  • the gas flow that collides obliquely with the end face of the catalyst carrier and is reflected here reaches the air-fuel ratio sensor 13.
  • FIGS. 5 to 7 show a second embodiment of the present invention.
  • the collective exhaust pipe 8 for the # 2 and # 3 cylinders is laid out so as to go outside through the connection pipe portion 12 of the individual exhaust pipes 6 and 7.
  • the connecting pipe portion 12 of the individual exhaust pipes 6 and 7 is connected to the internal combustion engine 1 in the connecting portion with the diffuser portion 11a, and the collective exhaust pipe 8 is reversed. It is connected to the side away from the internal combustion engine 1.
  • Each connecting portion has a semicircular shape as in the above-described embodiment.
  • the air-fuel ratio sensor 13 is located at the downstream side of the collective exhaust pipe 8 in the diffuser portion 11a. Specifically, when the diffuser portion 11a is viewed from the direction of FIG. 7, it is located within a semicircular angle range (angle ⁇ in FIG. 7) occupied by the collective exhaust pipe 8.
  • a virtual line M in FIG. 5 is a line obtained by extending the boundary between the two semicircles in FIG. 7 downward.
  • the exhaust air-fuel ratio of each cylinder can be detected evenly.
  • the example of the air-fuel ratio sensor 13 has been described above as an exhaust sensor. However, the present invention can be similarly applied to the case where an exhaust temperature sensor is disposed in the diffuser portion 11a as an exhaust sensor.

Abstract

Exhaust ports for a #2 cylinder and a #3 cylinder in an inline 4-cylinder internal combustion engine (1) merge together inside a cylinder head (3) and open as a single merged exhaust port. An exhaust manifold (5) comprises individual exhaust pipes (6, 7) for cylinders #1 and #4, and a merged exhaust pipe (8). The ends of the three exhaust pipes (6, 7, 8) are connected to a catalytic converter (11). An air-fuel ratio sensor (13) disposed in the diffuser section (11a) of the catalytic converter (11) is positioned so as to be offset in the downstream of the merged exhaust pipe (8). The exhaust from the individual exhaust pipes (6, 7) is deflected toward the air-fuel ratio sensor by the end surface of a catalyst carrier. Thus the exhaust from each cylinder is more evenly detected.

Description

内燃機関の排気装置Exhaust device for internal combustion engine
　この発明は多気筒内燃機関の排気装置に関し、特に、複数の気筒の排気が流れる集合排気管と、個々の気筒の排気が独立して流れる個別排気管と、を単一の触媒コンバータに接続してなる内燃機関の排気装置に関する。 The present invention relates to an exhaust system for a multi-cylinder internal combustion engine, and in particular, a collective exhaust pipe through which exhaust from a plurality of cylinders flows and an individual exhaust pipe through which exhaust from individual cylinders flow independently are connected to a single catalytic converter. The present invention relates to an exhaust device for an internal combustion engine.
　例えば特許文献１には、直列４気筒内燃機関において、点火順序が連続しない♯２気筒と♯３気筒の排気ポートをシリンダヘッド内部で合流させる一方、♯１気筒と♯４気筒の排気ポートはそのままシリンダヘッド側面に開口させた構成の排気装置が開示されている。つまり、♯２，♯３気筒の排気ポートは一つの集合排気ポートとして構成され、♯１気筒の排気ポートと♯４気筒の排気ポートは、個々の気筒毎に独立した個別排気ポートとして構成されている。そして、♯２，♯３気筒用の集合排気ポートは、一つの集合排気管を介して触媒コンバータに接続されており、♯１気筒および♯４気筒の個別排気ポートは、各々独立した個別排気管を介して触媒コンバータに接続されている。 For example, Patent Document 1 discloses that in an in-line four-cylinder internal combustion engine, exhaust ports of cylinders # 2 and # 3 whose ignition order is not continuous are merged inside the cylinder head, while exhaust ports of cylinders # 1 and # 4 are left as they are. An exhaust device configured to open on the side of the cylinder head is disclosed. That is, the exhaust ports of the # 2 and # 3 cylinders are configured as one collective exhaust port, and the exhaust port of the # 1 cylinder and the exhaust port of the # 4 cylinder are configured as individual exhaust ports for each individual cylinder. Yes. The collective exhaust ports for the # 2 and # 3 cylinders are connected to the catalytic converter via one collective exhaust pipe, and the individual exhaust ports of the # 1 and # 4 cylinders are independent individual exhaust pipes. Is connected to the catalytic converter.
　このように一部の気筒の排気ポートをシリンダヘッド内部で合流させた構成では、冷間始動時に、集合排気管を介して触媒コンバータに導入される排気の温度が高く得られるため、始動後の触媒の早期活性の上で有利となる。 In such a configuration in which the exhaust ports of some cylinders are merged inside the cylinder head, the temperature of the exhaust gas introduced into the catalytic converter via the collective exhaust pipe can be high during the cold start. This is advantageous in terms of early activity of the catalyst.
　しかしながら、その反面、集合排気管を介して触媒コンバータに導入される排気の流速と個別排気管を介して触媒コンバータに導入される排気の流速とが異なるものとなるため、触媒コンバータのディフューザ部に配置される一つの排気センサ（空燃比センサや排気温度センサ）で各気筒の排気の特性を正しく（換言すれば全気筒の平均的な特性として）検出することが困難となる。つまり、♯２，♯３気筒の排気ポートが合流した集合排気管は、気筒別の個別排気管よりも通路断面積が大きく設定されることから、内部を流れる排気ガスの流速が比較的低い。そのため、触媒コンバータ端部に導入された排気は、ある程度拡がって流れる。これに対し、♯１気筒および♯４気筒の個別排気管から導入された排気は、流速が高く、直進性が高い。 However, on the other hand, the flow rate of the exhaust gas introduced into the catalytic converter via the collective exhaust pipe differs from the flow rate of the exhaust gas introduced into the catalytic converter via the individual exhaust pipe. It becomes difficult to correctly detect the exhaust characteristic of each cylinder (in other words, as an average characteristic of all the cylinders) with one exhaust sensor (air-fuel ratio sensor or exhaust temperature sensor) arranged. In other words, the collective exhaust pipe where the exhaust ports of the # 2 and # 3 cylinders merge has a larger passage cross-sectional area than the individual exhaust pipe of each cylinder, so the flow rate of the exhaust gas flowing inside is relatively low. Therefore, the exhaust gas introduced into the end portion of the catalytic converter spreads to some extent and flows. On the other hand, the exhaust gas introduced from the individual exhaust pipes of the # 1 cylinder and the # 4 cylinder has a high flow velocity and high straightness.
　従って、排気センサを単純にディフューザ部の中央に配置したのでは、一部気筒の特性のみが検出値に強く影響するおそれがある。 Therefore, if the exhaust sensor is simply arranged at the center of the diffuser section, only the characteristics of some cylinders may strongly affect the detection value.
特開２００８－３８８３８号公報JP 2008-38838 A
　この発明は、複数の気筒の排気が流れる集合排気管と、個々の気筒の排気が独立して流れる個別排気管と、を単一の触媒コンバータのディフューザ部に接続してなる内燃機関の排気装置において、
　上記ディフューザ部に設けられる排気センサが、上記集合排気管の下流に片寄って位置している。 The present invention relates to an exhaust system for an internal combustion engine in which a collective exhaust pipe through which exhaust from a plurality of cylinders flows and an individual exhaust pipe through which exhaust from individual cylinders flow independently are connected to a diffuser portion of a single catalytic converter. In
An exhaust sensor provided in the diffuser portion is located at a position downstream of the collective exhaust pipe.
　複数の気筒の排気が流れる集合排気管は、気筒別の個別排気管よりも通路断面積が大きく設定されることから、内部を流れる排気ガスの流速が比較的低い。そのため、触媒コンバータ端部に導入された排気は、ある程度拡がりながらディフューザ部を流れる。従って、比較的均等なガスとなって排気センサを通過する。 The collective exhaust pipe through which the exhaust of a plurality of cylinders flows has a larger passage cross-sectional area than the individual exhaust pipe of each cylinder, so the flow rate of exhaust gas flowing inside is relatively low. Therefore, the exhaust gas introduced into the end portion of the catalytic converter flows through the diffuser portion while expanding to some extent. Accordingly, it becomes a relatively uniform gas and passes through the exhaust sensor.
　一方、個別排気管から導入された排気は、流速が高く、直進性が高いガス流としてディフューザ部内に流入するが、これは排気センサに直接は衝突せず、触媒担体の端面に衝突して反射したガス流として排気センサに達する。従って、流れの片寄りなどが緩和されて比較的均等なガスとなって排気センサに達する。 On the other hand, the exhaust gas introduced from the individual exhaust pipe flows into the diffuser part as a gas flow having a high flow velocity and high straightness, but this does not directly collide with the exhaust sensor, but collides with the end face of the catalyst carrier and is reflected. Gas flow reaches the exhaust sensor. Accordingly, the deviation of the flow is alleviated and the gas reaches a relatively uniform gas and reaches the exhaust sensor.
　そのため、単一の排気センサでもって、各気筒の排気の特性を均等に検出することができる。なお、排気センサとしては、空燃比センサあるいは排気温度センサのいずれであってもよい。 Therefore, the exhaust characteristics of each cylinder can be detected evenly with a single exhaust sensor. The exhaust sensor may be either an air-fuel ratio sensor or an exhaust temperature sensor.
この発明に係る排気装置の第１実施例を示す正面図。The front view which shows 1st Example of the exhaust apparatus which concerns on this invention. 同じく第１実施例の斜視図。The perspective view of 1st Example similarly. 図１のＡ－Ａ線に沿った断面図。FIG. 2 is a cross-sectional view taken along line AA in FIG. 1. 第１実施例の排気の導入角度を示す説明図。Explanatory drawing which shows the introduction angle of the exhaust_gas | exhaustion of 1st Example. この発明に係る排気装置の第２実施例を示す正面図。The front view which shows 2nd Example of the exhaust apparatus which concerns on this invention. 同じく第２実施例の側面図。Similarly, the side view of the second embodiment. 図５のＢ－Ｂ線に沿った断面図。FIG. 6 is a sectional view taken along line BB in FIG. 5.
　以下、この発明の一実施例を図面に基づいて詳細に説明する。 Hereinafter, an embodiment of the present invention will be described in detail with reference to the drawings.
　図１および図２は、この発明を直列４気筒内燃機関１に適用した第１実施例を示している。内燃機関１は、シリンダブロック２およびシリンダヘッド３を備えており、各気筒の排気ポート（図示せず）が、シリンダヘッド３の一方の側面３ａに向かって延びている。ここで、♯１気筒および♯４気筒の排気ポートは、個別排気ポートとして気筒毎に独立してシリンダヘッド３の側面３ａに開口しており、♯２気筒および♯３気筒の排気ポートは、シリンダヘッド３内部で互いに合流し、一つの集合排気ポートとしてシリンダヘッド３の側面３ａに開口している。なお、♯２気筒と♯３気筒は点火時期が３６０°ＣＡ離れており、排気干渉は生じない。 FIGS. 1 and 2 show a first embodiment in which the present invention is applied to an in-line four-cylinder internal combustion engine 1. The internal combustion engine 1 includes a cylinder block 2 and a cylinder head 3, and an exhaust port (not shown) of each cylinder extends toward one side surface 3 a of the cylinder head 3. Here, the exhaust ports of the # 1 cylinder and the # 4 cylinder are opened to the side surface 3a of the cylinder head 3 as individual exhaust ports independently for each cylinder, and the exhaust ports of the # 2 cylinder and the # 3 cylinder are cylinders. They merge with each other inside the head 3 and open to the side surface 3a of the cylinder head 3 as one collective exhaust port. Note that the ignition timings of the # 2 and # 3 cylinders are separated by 360 ° CA, and no exhaust interference occurs.
　シリンダヘッド３の側面３ａに取り付けられる排気マニホルド５は、図２に示すように、♯１気筒の個別排気ポートに接続される♯１個別排気管６と、♯４気筒の個別排気ポートに接続される♯４個別排気管７と、中央の集合排気ポートに接続される集合排気管８と、を備えており、これら３本の排気管６，７，８の基端がヘッド取付フランジ９によって支持されている。♯１個別排気管６および♯４個別排気管７は、ほぼ円形の断面形状を有し、集合排気管８は、気筒列方向に延びた細長い長円形の断面形状を有している。また、集合排気管８の通路断面積は、♯１個別排気管６および♯４個別排気管７の個々の通路断面積よりも大きく設定されている。 As shown in FIG. 2, the exhaust manifold 5 attached to the side surface 3a of the cylinder head 3 is connected to the # 1 individual exhaust pipe 6 connected to the individual exhaust port of the # 1 cylinder and the individual exhaust port of the # 4 cylinder. # 4 individual exhaust pipe 7 and a collective exhaust pipe 8 connected to a central collective exhaust port, and the base ends of these three exhaust pipes 6, 7, 8 are supported by a head mounting flange 9. Has been. The # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7 have a substantially circular cross-sectional shape, and the collective exhaust pipe 8 has an elongated oval cross-sectional shape extending in the cylinder row direction. Further, the passage cross-sectional area of the collective exhaust pipe 8 is set larger than the individual passage cross-sectional areas of the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7.
　♯１個別排気管６、♯４個別排気管７および集合排気管８の先端は、単一の触媒コンバータ１１の上流側のディフューザ部１１ａにそれぞれ接続されている。触媒コンバータ１１は、円柱状のモノリス触媒担体を円筒形金属製ケース内に収容したものであって、ディフューザ部１１ａは、触媒担体端面との間に径が徐々に拡大する空間を形成するように略円錐形に構成されている。 The tips of # 1 individual exhaust pipe 6, # 4 individual exhaust pipe 7 and collective exhaust pipe 8 are connected to a diffuser portion 11a on the upstream side of a single catalytic converter 11, respectively. The catalytic converter 11 is a cylindrical monolithic catalyst carrier accommodated in a cylindrical metal case, and the diffuser portion 11a forms a space whose diameter gradually increases between the end face of the catalyst carrier. It has a substantially conical shape.
　触媒コンバータ１１は、図１に示すように、シリンダブロック２の側方に位置し、かつ該触媒コンバータ１１の中心軸線Ｌが内燃機関１の上下方向（図１の矢印ｙ方向）に対し斜め外側に傾斜したものとなる姿勢に配置されている。また、図２に示すように、気筒列方向については、シリンダヘッド３のほぼ中央の位置（つまり♯２，♯３気筒の集合排気ポートの側方）に配置されている。 As shown in FIG. 1, the catalytic converter 11 is located on the side of the cylinder block 2, and the central axis L of the catalytic converter 11 is obliquely outward with respect to the vertical direction of the internal combustion engine 1 (the arrow y direction in FIG. 1). It is arranged in a posture that becomes slanted. Further, as shown in FIG. 2, in the cylinder row direction, the cylinder head 3 is disposed at a substantially central position (that is, to the side of the collective exhaust port of the # 2 and # 3 cylinders).
　従って、集合排気管８は、ヘッド取付フランジ９から気筒列方向と直交する方向に沿って直線的に延び、かつ先端部が下方を指向するように湾曲して、ディフューザ部１１ａの上方を向いた円錐面（特に、中心軸線Ｌに近い位置）に接続されている。図３に示すように、触媒コンバータ１１との接続部では、集合排気管８は、半円形の断面形状を有している。 Accordingly, the collective exhaust pipe 8 linearly extends from the head mounting flange 9 along the direction orthogonal to the cylinder row direction, and is bent so that the tip portion is directed downward, and faces the upper side of the diffuser portion 11a. It is connected to a conical surface (in particular, a position close to the central axis L). As shown in FIG. 3, at the connection portion with the catalytic converter 11, the collective exhaust pipe 8 has a semicircular cross-sectional shape.
　また、気筒列方向の前後に位置する♯１個別排気管６および♯４個別排気管７は、平面視でほぼ対称をなすように気筒列方向に湾曲して延び、かつ先端部が下方を指向するように湾曲して、ディフューザ部１１ａの上方を向いた円錐面（特に、中心軸線Ｌから相対的に離れた外周寄りの部分）に接続されている。より詳しくは、♯１個別排気管６および♯４個別排気管７は、触媒コンバータ１１の直近で略Ｙ字形ないし略Ｔ字形に合流しており、合流後の１本となった接続管部１２がディフューザ部１１ａに接続されている。図３に示すように、接続管部１２は、集合排気管８端部と対称な半円形の断面形状を有している。 Further, the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7 positioned before and after the cylinder row direction are curvedly extended in the cylinder row direction so as to be substantially symmetric in a plan view, and the tip portion is directed downward. And is connected to a conical surface facing the upper side of the diffuser portion 11a (particularly, a portion closer to the outer periphery relatively away from the central axis L). More specifically, the # 1 individual exhaust pipe 6 and the # 4 individual exhaust pipe 7 merge in a substantially Y shape or a T shape in the immediate vicinity of the catalytic converter 11, and the connecting pipe portion 12 becomes one after the merge. Is connected to the diffuser section 11a. As shown in FIG. 3, the connecting pipe portion 12 has a semicircular cross-sectional shape that is symmetrical to the end portion of the collecting exhaust pipe 8.
　上記ディフューザ部１１ａの円錐面には、排気センサとして空燃比センサ１３が取り付けられている。この空燃比センサ１３は、ディフューザ部１１ａの周方向３６０°の中で、集合排気管８の下流に片寄って位置している。 An air-fuel ratio sensor 13 is attached to the conical surface of the diffuser portion 11a as an exhaust sensor. The air-fuel ratio sensor 13 is offset from the downstream side of the collective exhaust pipe 8 in the circumferential direction 360 ° of the diffuser portion 11a.
　詳しくは、前述した図３のように、ディフューザ部１１ａの排気管接続部は、全体として円形をなし、集合排気管８が半円形の領域を占有するとともに、個別排気管６，７の接続管部１２が残りの半円形の領域を占有しているが、空燃比センサ１３は、ディフューザ部１１ａを図３の方向から見たときに、集合排気管８が占有する半円の角度範囲（図３の角度α）内に位置している。図１における仮想線Ｍは、図３における２つの半円の境界を下方へ延長した線である。なお、空燃比センサ１３は、検出部となる先端部がディフューザ部１１ａ内に僅かに突出している。 Specifically, as shown in FIG. 3 described above, the exhaust pipe connecting portion of the diffuser portion 11a is circular as a whole, the collective exhaust pipe 8 occupies a semicircular region, and the connection pipes of the individual exhaust pipes 6 and 7 Although the portion 12 occupies the remaining semicircular region, the air-fuel ratio sensor 13 has a semicircular angular range occupied by the collective exhaust pipe 8 when the diffuser portion 11a is viewed from the direction of FIG. 3 within an angle α). A virtual line M in FIG. 1 is a line obtained by extending the boundary between the two semicircles in FIG. 3 downward. Note that the air-fuel ratio sensor 13 has a tip portion slightly serving as a detection portion protruding into the diffuser portion 11a.
　図４は、上記の個別排気管６，７および集合排気管８からディフューザ部１１ａ内に流入する排気の導入方向を示した説明図である。♯２，♯３気筒の集合排気管８を流れてきた排気は、矢印Ｇ１の方向に沿ってディフューザ部１１ａ内に流入し、空燃比センサ１３の検出部を通過しながら触媒担体の端面に向かう。触媒コンバータ１１の中心軸線Ｌに対する矢印Ｇ１の導入角度θ１は、０ではないが、比較的小さい。これに対し、個別排気管６，７を流れてきた排気は、接続管部１２を介して、矢印Ｇ２の方向に沿ってディフューザ部１１ａ内に流入し、触媒担体の端面に向かう。この矢印Ｇ２の触媒コンバータ１１の中心軸線Ｌに対する導入角度θ２は、矢印Ｇ１の導入角度θ１に比較して相対的に大きい。例えば、導入角度θ１と導入角度θ２との差が、３０°～６０°である。矢印Ｇ２に沿って比較的高い流速でもって流入した♯１，♯４気筒の排気は、空燃比センサ１３に直接には衝突しない。触媒担体の端面に斜めに衝突し、ここで反射したガス流が空燃比センサ１３に到達する。 FIG. 4 is an explanatory view showing the introduction direction of the exhaust gas flowing into the diffuser portion 11a from the individual exhaust pipes 6 and 7 and the collective exhaust pipe 8 described above. Exhaust gas flowing through the # 2 and # 3 cylinders collective exhaust pipe 8 flows into the diffuser portion 11a along the direction of the arrow G1, and travels toward the end face of the catalyst carrier while passing through the detection portion of the air-fuel ratio sensor 13. . The introduction angle θ1 of the arrow G1 with respect to the central axis L of the catalytic converter 11 is not 0 but is relatively small. On the other hand, the exhaust gas flowing through the individual exhaust pipes 6 and 7 flows into the diffuser part 11a along the direction of the arrow G2 via the connection pipe part 12, and travels toward the end face of the catalyst carrier. The introduction angle θ2 of the arrow G2 with respect to the central axis L of the catalytic converter 11 is relatively larger than the introduction angle θ1 of the arrow G1. For example, the difference between the introduction angle θ1 and the introduction angle θ2 is 30 ° to 60 °. The exhaust from the # 1 and # 4 cylinders that flowed in at a relatively high flow rate along the arrow G2 does not directly collide with the air-fuel ratio sensor 13. The gas flow that collides obliquely with the end face of the catalyst carrier and is reflected here reaches the air-fuel ratio sensor 13.
　従って、上記実施例の構成では、♯１～♯４気筒の排気のいずれについても、ガス流速が比較的低くかつガス流の片寄りが緩和された状態で空燃比センサ１３に接触する。そのため、各気筒の排気空燃比を均等に検出することができる。 Therefore, in the configuration of the above embodiment, all of the exhausts of the cylinders # 1 to # 4 are in contact with the air-fuel ratio sensor 13 in a state where the gas flow rate is relatively low and the deviation of the gas flow is relaxed. Therefore, the exhaust air-fuel ratio of each cylinder can be detected evenly.
　次に、図５～図７は、この発明の第２実施例を示している。この実施例は、♯２，♯３気筒用の集合排気管８が個別排気管６，７の接続管部１２の上方を通って外側へ回り込むようにレイアウトしたものである。 Next, FIGS. 5 to 7 show a second embodiment of the present invention. In this embodiment, the collective exhaust pipe 8 for the # 2 and # 3 cylinders is laid out so as to go outside through the connection pipe portion 12 of the individual exhaust pipes 6 and 7.
　つまり、図７にも示すように、個別排気管６，７の接続管部１２が、ディフューザ部１１ａとの接続部の中で内燃機関１寄りに接続されており、集合排気管８が逆に内燃機関１から離れた側に接続されている。各々の接続部は、前述した実施例と同じく、それぞれ半円形をなしている。 That is, as shown in FIG. 7, the connecting pipe portion 12 of the individual exhaust pipes 6 and 7 is connected to the internal combustion engine 1 in the connecting portion with the diffuser portion 11a, and the collective exhaust pipe 8 is reversed. It is connected to the side away from the internal combustion engine 1. Each connecting portion has a semicircular shape as in the above-described embodiment.
　そして、空燃比センサ１３は、ディフューザ部１１ａにおいて、集合排気管８の下流に片寄って位置している。具体的には、ディフューザ部１１ａを図７の方向から見たときに、集合排気管８が占有する半円の角度範囲（図７の角度β）内に位置している。図５における仮想線Ｍは、図７における２つの半円の境界を下方へ延長した線である。 The air-fuel ratio sensor 13 is located at the downstream side of the collective exhaust pipe 8 in the diffuser portion 11a. Specifically, when the diffuser portion 11a is viewed from the direction of FIG. 7, it is located within a semicircular angle range (angle β in FIG. 7) occupied by the collective exhaust pipe 8. A virtual line M in FIG. 5 is a line obtained by extending the boundary between the two semicircles in FIG. 7 downward.
　このような実施例においても、第１実施例と同様に、各気筒の排気空燃比を均等に検出することができる。 In such an embodiment as well, as in the first embodiment, the exhaust air-fuel ratio of each cylinder can be detected evenly.
　以上、排気センサとして空燃比センサ１３の例を説明したが、本発明は、排気センサとして排気温度センサをディフューザ部１１ａに配置する場合にも同様に適用が可能である。 The example of the air-fuel ratio sensor 13 has been described above as an exhaust sensor. However, the present invention can be similarly applied to the case where an exhaust temperature sensor is disposed in the diffuser portion 11a as an exhaust sensor.

Claims (5)

  1. 　複数の気筒の排気が流れる集合排気管と、個々の気筒の排気が独立して流れる個別排気管と、を単一の触媒コンバータのディフューザ部に接続してなる内燃機関の排気装置において、
    　上記ディフューザ部に設けられる排気センサが、上記集合排気管の下流に片寄って位置している、内燃機関の排気装置。     In an exhaust system of an internal combustion engine in which a collective exhaust pipe through which exhaust from a plurality of cylinders flows and an individual exhaust pipe through which exhaust from individual cylinders flow independently are connected to a diffuser portion of a single catalytic converter,
    An exhaust system for an internal combustion engine, wherein an exhaust sensor provided in the diffuser part is located downstream of the collective exhaust pipe.
  2. 　内燃機関が直列４気筒内燃機関であり、♯２気筒および♯３気筒の排気ポートがシリンダヘッド内部で合流して一つの集合排気ポートを構成し、この集合排気ポートに上記集合排気管が接続されている、請求項１に記載の内燃機関の排気装置。 The internal combustion engine is an in-line four-cylinder internal combustion engine, and the exhaust ports of # 2 cylinder and # 3 cylinder merge inside the cylinder head to form one collective exhaust port, and the collective exhaust pipe is connected to the collective exhaust port The exhaust device for an internal combustion engine according to claim 1.
  3. 　上記ディフューザ部の各排気管との接続部が全体として円形をなし、上記集合排気管先端部が半円形の領域を占有するとともに、残りの半円形の領域に複数の個別排気管が接続されており、
    　上記排気センサは、上記集合排気管が占有する半円の角度範囲内に位置している、請求項１または２に記載の内燃機関の排気装置。     The connecting portion of the diffuser part with each exhaust pipe is circular as a whole, the collective exhaust pipe tip occupies a semicircular area, and a plurality of individual exhaust pipes are connected to the remaining semicircular area. And
    3. The exhaust system for an internal combustion engine according to claim 1, wherein the exhaust sensor is located within a semicircular angle range occupied by the collective exhaust pipe.
  4. 　複数の個別排気管が触媒コンバータの直近で合流した上で上記ディフューザ部に接続されている、請求項１～３のいずれかに記載の内燃機関の排気装置。 The exhaust system for an internal combustion engine according to any one of claims 1 to 3, wherein a plurality of individual exhaust pipes are joined in the immediate vicinity of the catalytic converter and then connected to the diffuser section.
  5. 　上記触媒コンバータの中心軸線に対する上記集合排気管の導入角度に比較して、上記中心軸線に対する上記個別排気管の導入角度が大きく設定されている、請求項１～４のいずれかに記載の内燃機関の排気装置。 The internal combustion engine according to any one of claims 1 to 4, wherein an introduction angle of the individual exhaust pipe with respect to the central axis is set larger than an introduction angle of the collective exhaust pipe with respect to a central axis of the catalytic converter. Exhaust system.
PCT/JP2014/073133 2014-09-03 2014-09-03 Exhaust device for internal combustion engine WO2016035154A1 (en)

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