WO2016035155A1 - Dispositif d'échappement pour un moteur à combustion interne - Google Patents

Dispositif d'échappement pour un moteur à combustion interne Download PDF

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Publication number
WO2016035155A1
WO2016035155A1 PCT/JP2014/073134 JP2014073134W WO2016035155A1 WO 2016035155 A1 WO2016035155 A1 WO 2016035155A1 JP 2014073134 W JP2014073134 W JP 2014073134W WO 2016035155 A1 WO2016035155 A1 WO 2016035155A1
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WO
WIPO (PCT)
Prior art keywords
exhaust
combustion engine
internal combustion
cylinder
individual
Prior art date
Application number
PCT/JP2014/073134
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English (en)
Japanese (ja)
Inventor
濱本　高行
杉山　孝伸
英弘 藤田
Original Assignee
日産自動車株式会社
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by 日産自動車株式会社 filed Critical 日産自動車株式会社
Priority to PCT/JP2014/073134 priority Critical patent/WO2016035155A1/fr
Publication of WO2016035155A1 publication Critical patent/WO2016035155A1/fr

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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
    • 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
    • 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 end portions of these collective exhaust pipes and individual exhaust pipes are connected to the catalytic converter end portions so as to be basically parallel to the central axis of 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 is different from the flow rate of the exhaust gas introduced into the catalytic converter via the individual exhaust pipe. That is, 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 for each cylinder, and therefore has a relatively low flow velocity.
  • 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 ventilation resistance with respect to the exhaust of the # 1 and # 4 cylinders flowing through the individual exhaust pipes is relatively high, and becomes the rate-determining factor that determines the exhaust resistance of the entire internal combustion engine.
  • the exhaust flow from the individual exhaust pipe strongly collides with a part of the catalyst carrier configured as a monolith catalyst carrier, which is not preferable from the viewpoint of catalyst deterioration.
  • 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.
  • a plurality of individual exhaust pipes are joined in the immediate vicinity of the catalytic converter and then connected to the diffuser part.
  • a volume chamber is provided at the junction of the individual exhaust pipes.
  • the exhaust resistance of the entire internal combustion engine is reduced and the output can be improved.
  • local exhaust collision with the catalyst carrier is suppressed, and early deterioration of the catalyst is suppressed.
  • FIG. 2 is a cross-sectional view taken along line AA in FIG. 1.
  • FIG. 3 is a cross-sectional view of a main part along the line BB in FIG. 2.
  • 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 front end of the collective exhaust pipe 8 is opened in a substantially semicircular shape. Note that the collective exhaust pipe 8 is connected to the side closer to the internal combustion engine 1 with respect to the catalytic converter 11 positioned on the side of the internal combustion engine 1.
  • 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 so as to form an obtuse angle with each other via a volume chamber 12 having a substantially Y shape in the immediate vicinity of the catalytic converter 11, and the volume chamber An outlet pipe portion 12a serving as an outlet of 12 is connected to the diffuser portion 11a. As shown in FIG. 3, the distal end of the outlet pipe portion 12 a opens as a substantially semicircular inlet 12 b that is symmetrical to the end of the collective exhaust pipe 8.
  • the volume chamber 12 gradually changes in cross-sectional shape from the upper part where the pair of individual exhaust pipes 6, 7 having a substantially circular cross section merge at an obtuse angle to the lower inlet 12 b, but the pair of individual exhaust pipes 6, 7 In the upper part where it merged, it has a cross-sectional area larger than the sum of the passage cross-sectional areas of a pair of individual exhaust pipes 6 and 7. As shown in FIG. 4, the cross-sectional area is slightly reduced between the inlet pipe 12b at the lower end of the outlet pipe portion 12a. In addition, the cross-sectional area may be the minimum immediately before the introduction port 12b, or the introduction port 12b may be the minimum cross-sectional area.
  • the opening area of the outlet pipe part 12a that finally flows into the diffuser part 11a is equal to the opening area of the front end of the collective exhaust pipe 8. That is, the exhaust passages of the # 2 and # 3 cylinders and the exhaust passages of the # 1 and # 4 cylinders are opened with an equal opening area with respect to the diffuser portion 11a.
  • the outlet pipe portion 12a serving as the outlet of the volume chamber 12 and the distal end portion of the collective exhaust pipe 8 are joined at an acute angle in the diffuser portion 11a.
  • FIG. 5 shows the exhaust ventilation resistance of each cylinder in the same manner as in the above-described embodiment (a), with the tip of the # 1 individual exhaust pipe and the # 4 individual exhaust pipe parallel to the collective exhaust pipe 8 without having the volume chamber 12. It is the characteristic view shown by contrast with the comparative example (b) individually connected to the diffuser part 11a.
  • the ventilation resistance of the # 1 and # 4 cylinders is larger than that of the # 2 and # 3 cylinders.
  • the ventilation resistance of the # 1 and # 4 cylinders is greatly reduced, and the exhaust resistance of the internal combustion engine 1 as a whole is reduced.
  • the airflow resistance is also reduced for the # 2 and # 3 cylinders.
  • FIG. 6 is a characteristic diagram showing the uniformity per gas at the end face of the catalyst carrier in comparison with Example (a) and Comparative Example (b).
  • Example (a) and Comparative Example (b) As shown in the figure, in the comparative example (b), the flow rate of the individual exhaust pipes 6 and 7 is high, so that the gas contact at the end face of the catalyst carrier becomes uneven.
  • the uniformity per gas improves by equalizing the flow rate through the volume chamber 12 as in the above embodiment.
  • the tip of the collective exhaust pipe 8 of the # 2 and # 3 cylinders is connected to the side closer to the internal combustion engine 1 with respect to the catalytic converter 11 located on the side of the internal combustion engine 1.
  • the tip ends of the pair of individual exhaust pipes 6, 7 are connected to the opposite side of the catalytic converter 11 from the internal combustion engine 1 through the upper side of the collective exhaust pipe 8. That is, the collective exhaust pipe 8 is laid out inside the individual exhaust pipes 6 and 7. Therefore, it is difficult for heat to escape from the collective exhaust pipe 8, which is more advantageous in terms of early activation of the catalyst during cold start.
  • FIG. 7 shows a second embodiment of the present invention.
  • the collective exhaust pipes 8 for the # 2 and # 3 cylinders are laid out so as to go outward through the volume chambers 12 of the individual exhaust pipes 6 and 7.
  • each connecting portion has a semicircular shape as in the above-described embodiment.
  • the amount of heat released from the collective exhaust pipe 8 is larger than that in the first embodiment, and it is possible to suppress an excessive rise in the exhaust temperature of the # 2 and # 3 cylinders during a high load. Therefore, it is suitable for an internal combustion engine in which a high load range is frequently used.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Exhaust Silencers (AREA)
  • Exhaust Gas After Treatment (AREA)

Abstract

Selon l'invention, dans un moteur à combustion interne à quatre cylindres en ligne (1), des orifices d'échappement pour le deuxième cylindre et le troisième cylindre fusionnent dans une culasse (3) et forment une seule ouverture servant d'orifice d'échappement collectif. Un collecteur d'échappement (5) comporte des tuyaux d'échappement individuels (6, 7) pour les premier et quatrième cylindres et un tuyau d'échappement collectif (8) et les extrémités avant de ces trois tuyaux d'échappement (6, 7, 8) sont reliées à un convertisseur catalytique (11). La paire de tuyaux d'échappement individuels (6, 7) fusionnent selon un angle obtus par l'intermédiaire d'une chambre de volume (12) et une partie de tuyau de sortie (12a) est reliée à une partie de diffuseur (11a). La différence de vitesse d'écoulement entre les deuxième et troisième cylindres est réduite au fur et à mesure que la vitesse d'écoulement des gaz d'échappement diminue en raison de la dilatation des gaz d'échappement dans la chambre de volume (12).
PCT/JP2014/073134 2014-09-03 2014-09-03 Dispositif d'échappement pour un moteur à combustion interne WO2016035155A1 (fr)

Priority Applications (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/073134 WO2016035155A1 (fr) 2014-09-03 2014-09-03 Dispositif d'échappement pour un moteur à combustion interne

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
PCT/JP2014/073134 WO2016035155A1 (fr) 2014-09-03 2014-09-03 Dispositif d'échappement pour un moteur à combustion interne

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Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019023447A (ja) * 2017-07-24 2019-02-14 マツダ株式会社 エンジンの排気装置

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6451719U (fr) * 1987-09-29 1989-03-30
JPH04134625U (ja) * 1991-06-05 1992-12-15 三恵工業株式会社 エキゾーストマニホルド
JP2003262120A (ja) * 2002-03-08 2003-09-19 Nissan Motor Co Ltd ４気筒エンジンの排気マニホールド
JP2007064095A (ja) * 2005-08-31 2007-03-15 Yutaka Giken Co Ltd 排気マニホールド
JP2008038838A (ja) * 2006-08-09 2008-02-21 Toyota Motor Corp 内燃機関
JP2010014032A (ja) * 2008-07-03 2010-01-21 Toyota Motor Corp 排気マニホールド
JP2011185120A (ja) * 2010-03-05 2011-09-22 Futaba Industrial Co Ltd エギゾーストマニホルド

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JPS6451719U (fr) * 1987-09-29 1989-03-30
JPH04134625U (ja) * 1991-06-05 1992-12-15 三恵工業株式会社 エキゾーストマニホルド
JP2003262120A (ja) * 2002-03-08 2003-09-19 Nissan Motor Co Ltd ４気筒エンジンの排気マニホールド
JP2007064095A (ja) * 2005-08-31 2007-03-15 Yutaka Giken Co Ltd 排気マニホールド
JP2008038838A (ja) * 2006-08-09 2008-02-21 Toyota Motor Corp 内燃機関
JP2010014032A (ja) * 2008-07-03 2010-01-21 Toyota Motor Corp 排気マニホールド
JP2011185120A (ja) * 2010-03-05 2011-09-22 Futaba Industrial Co Ltd エギゾーストマニホルド

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2019023447A (ja) * 2017-07-24 2019-02-14 マツダ株式会社 エンジンの排気装置

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