JP2516093Y2 - Exhaust device for internal combustion engine - Google Patents
Exhaust device for internal combustion engineInfo
- Publication number
- JP2516093Y2 JP2516093Y2 JP1990024812U JP2481290U JP2516093Y2 JP 2516093 Y2 JP2516093 Y2 JP 2516093Y2 JP 1990024812 U JP1990024812 U JP 1990024812U JP 2481290 U JP2481290 U JP 2481290U JP 2516093 Y2 JP2516093 Y2 JP 2516093Y2
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- Prior art keywords
- exhaust
- internal combustion
- combustion engine
- bank
- exhaust gas
- Prior art date
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- Expired - Lifetime
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Description
【考案の詳細な説明】 〔産業上の利用分野〕 本考案は内燃機関の排気装置に係り、特に横置きV型
内燃機関又は水平対向型内燃機関の排気装置に関する。The present invention relates to an exhaust system for an internal combustion engine, and more particularly to an exhaust system for a horizontal V-type internal combustion engine or a horizontally opposed internal combustion engine.
車両用内燃機関のうち、各気筒を二つのバンクに分
け、各々のバンクをクランクシャフトを中心にしてV字
型に配したV型内燃機関、あるいはクランクシャフトを
中心にして水平に向き合わせた水平対向型内燃機関で
は、前後の二つのバンクの排気ガスを触媒コンバータで
浄化して消音器へ導く排気装置は、排気の圧損をできる
だけ少なくし、しかも排気ガス浄化性能を向上する構造
が要求される。In a vehicular internal combustion engine, each cylinder is divided into two banks, and each bank is arranged in a V-shape with the crankshaft as the center, or a horizontal type with the crankshaft centered horizontally. In an opposed internal combustion engine, an exhaust system that purifies exhaust gas from two banks in front and rear by a catalytic converter and guides it to a silencer requires a structure that minimizes pressure loss of exhaust gas and improves exhaust gas purification performance. .
従来のこの種の排気装置は、前側バンクと後側バンク
に接続された各排気通路に触媒を別々に設けると共に、
それら両触媒の一方の中心部に、他方を中心部の外周に
配置して同一容器内に収容し、かつ、中心部の触媒には
後側バンクからの排気ガスを導くよう構成する構造のも
のが知られている(実開昭63-98425号公報)。このもの
は外周側の触媒には短い排気通路を介して前側バンクか
ら比較的高温の排気ガスが導入されて外周側の触媒の昇
温を促進して活性化を早くし、また中央部の触媒に導入
される後側バンクからの排気ガスが排気通路が長いため
に熱放出によって比較的低温となるが、外周側の触媒か
ら中央部の触媒へ熱供給を行なわせることにより、中央
部の触媒の活性化を早め、後側バンクからの排気ガスの
浄化特性を向上しようとするものである。In the conventional exhaust system of this type, a catalyst is separately provided in each exhaust passage connected to the front bank and the rear bank,
A structure in which one of the two catalysts is housed in the same container with the other on the outer periphery of the center, and the exhaust gas from the rear bank is guided to the catalyst in the center Is known (Japanese Utility Model Publication No. 63-98425). In this type, relatively high temperature exhaust gas is introduced from the front bank to the catalyst on the outer peripheral side through a short exhaust passage to accelerate the temperature rise of the catalyst on the outer peripheral side and accelerate the activation, and also the catalyst in the central portion. Exhaust gas from the rear bank introduced into the engine is relatively low in temperature due to heat release due to the long exhaust passage.However, by supplying heat from the outer catalyst to the central catalyst, the central catalyst It is intended to accelerate the activation of the exhaust gas and improve the purification characteristics of the exhaust gas from the rear bank.
しかるに、上記の従来の排気装置は、前側バンクから
外周側触媒へ到る第1の排気通路と後側バンクから中央
部の触媒へ到る第2の排気通路の各々の長さが等しくな
いため、各々の排気特性を等しくできず、触媒暖機性や
排気圧損が均等でないという問題がある。However, in the above conventional exhaust system, the lengths of the first exhaust passage extending from the front bank to the outer peripheral catalyst and the second exhaust passage extending from the rear bank to the central catalyst are not equal. However, there is a problem in that the respective exhaust characteristics cannot be made equal, and the catalyst warm-up property and exhaust pressure loss are not uniform.
なお、等長排気管構造をもつ排気装置も従来より知ら
れているが(実開昭62-67921号公報)、このものは後側
バンクの排気管を一旦前方のオイルパン付近まで戻す構
造となるため、総排気管長が大きめにならざるを得ず、
このため車両の床下に配置される触媒コンバータの暖機
性が悪く、十分な排気ガス浄化性能が得られない。An exhaust device having an equal length exhaust pipe structure has been conventionally known (Japanese Utility Model Laid-Open No. 62-67921), but this one has a structure in which the exhaust pipe of the rear bank is temporarily returned to near the front oil pan. Therefore, the total exhaust pipe length must be increased,
For this reason, the catalytic converter arranged under the floor of the vehicle has a poor warm-up property, and sufficient exhaust gas purification performance cannot be obtained.
本考案は以上の点に鑑みなされたもので、前側及び後
側の各バンクに接続された等長の排気通路の後端部に夫
々触媒コンバータを設けて内燃機関の中央下部に配置し
た合流部に接続することにより、排気ガスの浄化性能を
向上すると共に排気圧損も低減し得る内燃機関の排気装
置を提供することを目的とする。The present invention has been made in view of the above points, and a merging portion is provided at the lower center of the internal combustion engine by providing a catalytic converter at the rear end of an equal-length exhaust passage connected to each of the front and rear banks. It is an object of the present invention to provide an exhaust system for an internal combustion engine that can improve exhaust gas purification performance and reduce exhaust pressure loss by connecting to the exhaust gas.
本考案は、横置きV型又は水平対向型内燃機関の前後
の各バンク毎に設けた第1及び第2の排気管の両軸線を
一致させて接続する合流部を内燃機関の略中央下部に配
置し、第1及び第2の排気管の合流部までの長さを互い
に等しくした構造の内燃機関の排気装置において、第1
及び第2の排気管の各後端部に第1及び第2の触媒コン
バータを設け、前記合流部により第1及び第2の触媒コ
ンバータの各排気出口を互いに略直角に結合して合流排
気管に共通接続してなる構造としたものである。According to the present invention, a merging portion for connecting both axial lines of first and second exhaust pipes, which are provided in front and rear banks of a horizontally-disposed V-type or horizontally-opposed internal combustion engine, so as to match each other, is provided at a substantially central lower portion of the internal combustion engine. In the exhaust system for an internal combustion engine, the first and second exhaust pipes are arranged so that the lengths of the first and second exhaust pipes to the confluence are equal to each other.
First and second catalytic converters are provided at respective rear end portions of the first and second exhaust pipes, and the exhaust outlets of the first and second catalytic converters are connected to each other at substantially right angles by the merging portion to form a combined exhaust pipe. The structure is commonly connected to.
本考案では、前後の各バンクからの排気ガスは、第1
及び第2の排気管を別々に通して第1及び第2の触媒コ
ンバータへ互いに対向して流入するが、触媒コンバータ
の触媒担体のセル方向により合流部で対向することなく
合流した後、円滑に合流排気管へ導かれる。In the present invention, the exhaust gas from the front and rear banks is
And the second exhaust pipes separately flow into the first and second catalytic converters so as to face each other, but smoothly merge after facing each other at the merging portion due to the cell direction of the catalyst carrier of the catalytic converter. Guided to the combined exhaust pipe.
また、第1及び第2の触媒コンバータは前記合流部と
共に内燃機関の略中央下部に位置するため、車両床下に
触媒コンバータを設けた従来の排気装置に比し、排気ガ
スの十分上流側に触媒コンバータが位置し、比較的高温
の排気ガスが第1及び第2の触媒コンバータに流入する
ため、触媒暖機性が良好である。しかも、前後の各バン
クからの排気ガスは反対側バンク側の触媒コンバータの
排気出口側触媒担体に触れながら合流部へ流入するの
で、夫々反対バンク側の触媒コンバータの暖機を助ける
ことができる。Further, since the first and second catalytic converters are located in the substantially central lower part of the internal combustion engine together with the confluence part, the catalytic converter is sufficiently upstream of the exhaust gas as compared with the conventional exhaust device in which the catalytic converter is provided under the vehicle floor. Since the converter is located and the relatively high temperature exhaust gas flows into the first and second catalytic converters, the catalyst warm-up property is good. Moreover, since the exhaust gas from each of the front and rear banks flows into the merging portion while touching the exhaust outlet side catalyst carrier of the catalyst converter on the opposite bank side, warming up of the catalytic converter on the opposite bank side can be assisted.
第1図及び第2図は夫々本考案になる内燃機関の排気
装置の一実施例の正面図及び底面図を示し、同一構成部
分には同一符号を付してある。両図において、1は横置
きV型の車両用内燃機関で多気筒であり、各気筒が2つ
のバンクに分けて配置される。この2つのバンクは、こ
の内燃機関1が搭載されている車両の前方向に位置する
前側バンク2aと後方向に位置する後側バンク2bである。
前側バンク2aは第1の排気管3aの前端部に接続され、後
側バンク2bは第2の排気管3bの前端部に接続されてい
る。1 and 2 are respectively a front view and a bottom view of an embodiment of an exhaust system for an internal combustion engine according to the present invention, in which the same components are designated by the same reference numerals. In both figures, reference numeral 1 denotes a horizontal V-type internal combustion engine for a vehicle, which has multiple cylinders, and each cylinder is arranged in two banks. The two banks are a front bank 2a located in the front direction of the vehicle in which the internal combustion engine 1 is mounted and a rear bank 2b located in the rear direction.
The front bank 2a is connected to the front end of the first exhaust pipe 3a, and the rear bank 2b is connected to the front end of the second exhaust pipe 3b.
第1の排気管3aは後方に屈曲され、その後端部3a1が
内燃機関1の中央下部付近に位置するようにされて第1
の斜流型触媒コンバータ4aの排気入口に接続されてい
る。また、第2の排気管3bは前方に屈曲され、その後端
部3b1が内燃機関1の中央下部付近に位置し、かつ、第
1の排気管3aの後端部3a1と離間対向するようにされて
第2の斜流型触媒コンバータ4bの排気入口に接続されて
いる。The first exhaust pipe 3a is bent rearward so that the rear end portion 3a 1 is located near the lower center of the internal combustion engine 1.
Is connected to the exhaust inlet of the mixed flow catalytic converter 4a. Further, as the second exhaust pipe 3b is bent forward, a rear end portion 3b 1 are located near the bottom center of the internal combustion engine 1, and, spaced apart opposed to the rear end 3a 1 of the first exhaust pipe 3a And is connected to the exhaust inlet of the second mixed flow catalytic converter 4b.
内燃機関1の中央下部にはオイルパン5が配置されて
おり、そのオイルパン5の底面の一部に第2図に示す如
く凹部6が形成されている。この凹部6内に上記の第1
及び第2の斜流型触媒コンバータ4a,4bが配置され、ま
たこれらの斜流型触媒コンバータ4a,4bの排気出口を略
直角に結合する合流部7も凹部6内に配置されている。
合流部7の他端は合流排気管8を介して消音器(図示せ
ず)に接続される。An oil pan 5 is arranged in the lower center of the internal combustion engine 1, and a recess 6 is formed in a part of the bottom surface of the oil pan 5 as shown in FIG. In the recess 6, the first
Also, the second mixed flow type catalytic converters 4a, 4b are arranged, and the merging portion 7 for connecting the exhaust outlets of these mixed flow type catalytic converters 4a, 4b at a substantially right angle is also arranged in the recess 6.
The other end of the merging portion 7 is connected to a silencer (not shown) via a merging exhaust pipe 8.
本実施例では第1及び第2の排気管3a及び3bの長さが
等しくされ、また斜流型触媒コンバータ4a及び4bが内燃
機関1の略中央下部に配置されている。In this embodiment, the first and second exhaust pipes 3a and 3b have the same length, and the mixed flow catalytic converters 4a and 4b are arranged substantially in the lower center of the internal combustion engine 1.
次に本実施例の要部について更に詳細に説明する。第
3図は本考案の要部の一実施例の正面図で、図の左半分
は断面表示してある。同図中、第1の斜流型触媒コンバ
ータ4aは前側バンク排気入口10aと排気出口11aとの間に
触媒担体12aが設けられた構成とされており、触媒担体1
2aが前側バンク排気入口10aから触媒担体12aに到る管路
の軸線に対して角度θだけ傾斜して配置されている。同
様に、第2の斜流型触媒コンバータ4bは後側バンク排気
入口10bと排気出口11bとの間に、触媒担体12bが角度θ
傾斜して配置された構成とされている。Next, the main part of this embodiment will be described in more detail. FIG. 3 is a front view of an embodiment of the main part of the present invention, the left half of which is shown in cross section. In the figure, the first mixed flow catalytic converter 4a is configured such that a catalyst carrier 12a is provided between a front bank exhaust inlet 10a and an exhaust outlet 11a.
2a is arranged so as to be inclined by an angle θ with respect to the axis of the conduit extending from the front bank exhaust inlet 10a to the catalyst carrier 12a. Similarly, in the second mixed flow catalytic converter 4b, the catalyst carrier 12b has an angle θ between the rear bank exhaust inlet 10b and the exhaust outlet 11b.
It is arranged to be inclined.
排気出口11aと11bとは合流部7で略直角に結合されて
合流部排気出口13に接続されている。なお、触媒担体12
a,12bの前後のガス通路は、半割のプレス板金溶接構造
で形成されている。The exhaust outlets 11a and 11b are joined at a merging portion 7 at a substantially right angle and connected to the merging portion exhaust outlet 13. The catalyst carrier 12
The gas passages in front of and behind a and 12b are formed by a half press sheet metal welding structure.
第3図中、A−A線に沿う触媒担体12bの断面図を第
4図に示す。第4図に示すように、触媒担体12bは楕円
筒状の鋼板製外筒15内に例えばFe-Cr-Al系の耐熱合金よ
りなるハニカム構造体16が密閉された、メタル担体触媒
構造とされている。触媒担体12aも触媒担体12bと同一構
成とされている。A sectional view of the catalyst carrier 12b taken along the line AA in FIG. 3 is shown in FIG. As shown in FIG. 4, the catalyst carrier 12b has a metal carrier catalyst structure in which a honeycomb structure 16 made of, for example, a Fe—Cr—Al heat-resistant alloy is enclosed in an elliptic cylindrical steel outer cylinder 15. ing. The catalyst carrier 12a also has the same structure as the catalyst carrier 12b.
次に本実施例の作動について説明する。一例として、
V型6気筒の車両用内燃機関に適用したものとすると、
爆発順序は通常、前側バンク2a及び後側バンク2b交互に
なるので、前側バンク2aから第1の排気管3aを通して第
3図の前側バンク排気入口10aに流入する排気ガスと、
後側バンク2bから第2の排気管3bを通して第3図の後側
バンク排気入口10bに流入する排気ガスとは、クランク
角120℃A毎に交互に流入する。Next, the operation of this embodiment will be described. As an example,
If it is applied to a V-type 6-cylinder vehicle internal combustion engine,
Since the explosion order is normally alternating between the front bank 2a and the rear bank 2b, the exhaust gas flowing from the front bank 2a through the first exhaust pipe 3a to the front bank exhaust inlet 10a in FIG.
Exhaust gas flowing from the rear bank 2b through the second exhaust pipe 3b into the rear bank exhaust inlet 10b of FIG. 3 alternately flows at every crank angle of 120 ° C.
前側バンク排気入口10aに流入した排気ガスは第3図
に示す如く触媒担体12aに入射角(90°−θ)で流入
し、ここで排気ガス中の有害成分が酸化或いは分解され
ることにより、排気ガスが浄化されると共に、流れの方
向が変えられて排気出口11aから流れ出て合流部7に到
る。このとき、排気ガスは触媒担体12bの排気出口11b側
部分にも当って合流部7に到る。The exhaust gas flowing into the front bank exhaust inlet 10a flows into the catalyst carrier 12a at an incident angle (90 ° −θ) as shown in FIG. 3, where harmful components in the exhaust gas are oxidized or decomposed, As the exhaust gas is purified, the flow direction is changed and flows out from the exhaust outlet 11a to reach the merging portion 7. At this time, the exhaust gas also hits the exhaust outlet 11b side portion of the catalyst carrier 12b and reaches the merging portion 7.
ここで、触媒担体12aが流入する排気ガスの流れの方
向に対して傾斜して設けられているので、触媒担体12a
の排気ガス入口面積は実質的に増大される。このため、
触媒担体12a内を通る排気ガスの流速は流路面積の増大
に反比例して減少し、流速の二乗に比例する流れ抵抗が
大幅に低下するため、触媒担体12aの圧力損失が小さ
い。Here, since the catalyst carrier 12a is provided so as to be inclined with respect to the flow direction of the inflowing exhaust gas, the catalyst carrier 12a
The exhaust gas inlet area of the is substantially increased. For this reason,
The flow velocity of the exhaust gas passing through the inside of the catalyst carrier 12a decreases in inverse proportion to the increase of the flow passage area, and the flow resistance proportional to the square of the flow velocity significantly decreases, so that the pressure loss of the catalyst carrier 12a is small.
次に後側バンク排気口10bに排気ガスが流入するが、
この排気ガスは上記と同様に、触媒担体12bにより浄化
され、かつ、圧力損失少なく排気出口11bから流れ出
て、他方の触媒担体12aの排気出口11a側部分にも触れな
がら合流部7に至る。以下、上記と同様の動作が繰り返
される。そして、合流部7で合流した排気ガスは合流部
排気出口13から第1図及び第2図に示した合流排気管8
へ排出される。Next, exhaust gas flows into the rear bank exhaust port 10b,
Similar to the above, this exhaust gas is purified by the catalyst carrier 12b, flows out from the exhaust outlet 11b with little pressure loss, and reaches the merging portion 7 while also touching the exhaust outlet 11a side portion of the other catalyst carrier 12a. Thereafter, the same operation as above is repeated. Then, the exhaust gas combined at the merging portion 7 is discharged from the merging portion exhaust outlet 13 to the merging exhaust pipe 8 shown in FIGS. 1 and 2.
Is discharged to
このように、本実施例では、斜流型触媒コンバータ4
a,4bが、車両の床下より十分に上流側のオイルパン5の
凹部6内に配置されているので、前側バンク2a,後側バ
ンク2bの夫々からの排気ガスは熱放出少なく高温の状態
のまま斜流型触媒コンバータ4a,4bへ流入されるため、
触媒担体12a,12bの暖機性が良好であり、しかも合流部
7への排気ガスが他方のバンク側の触媒担体の排気出口
側部分に当ってその部分の暖機も行なっているので、触
媒担体12a,12bが十分に活性化されることから良好な排
気ガス浄化性能が得られる。Thus, in the present embodiment, the mixed flow catalytic converter 4
Since the a and 4b are arranged in the recess 6 of the oil pan 5 sufficiently upstream from the underfloor of the vehicle, the exhaust gas from each of the front bank 2a and the rear bank 2b has a small amount of heat release and is in a high temperature state. As it flows into the mixed flow type catalytic converters 4a, 4b as it is,
Since the catalyst carriers 12a and 12b have good warm-up properties, and the exhaust gas to the merging portion 7 hits the exhaust outlet side of the other catalyst carrier on the bank side, the part is also warmed up. Since the carriers 12a and 12b are sufficiently activated, good exhaust gas purification performance can be obtained.
また、後側バンク排気入口10aと後側バンク排気入口1
0bに流入する各排気ガスは流入時は互いに対向している
が、触媒担体12a,12bのセル方向により合流部7では対
向することなく略直角に合流するため、排気ガスが衝突
干渉することなくスムーズに合流部排気出口13に導か
れ、また前記したように触媒担体12a,12bの圧力損失も
小さいため、圧力損失は最小限で済む。Also, the rear bank exhaust inlet 10a and the rear bank exhaust inlet 1
The exhaust gases flowing into 0b face each other at the time of inflow, but do not face each other in the merging portion 7 due to the cell direction of the catalyst carriers 12a and 12b and join at a substantially right angle, so that the exhaust gases do not collide and interfere with each other. The pressure loss is minimized because the pressure loss of the catalyst carriers 12a and 12b is smoothly guided to the merging portion exhaust outlet 13, and as described above.
更に、排気管3a,3bの夫々の長さが等しい等長構成で
あり、また爆発順序が前側バンク2a,後側バンク2b交互
になるため、爆発による音圧の脈動が合流排気管8に交
互に流入して整流されるため、音圧脈動のずれに起因す
る排気騒音は最小限に抑えられる。Furthermore, since the exhaust pipes 3a and 3b are of equal length, and the explosion order alternates between the front bank 2a and the rear bank 2b, the pulsation of sound pressure due to the explosion alternates with the confluent exhaust pipe 8. The exhaust noise resulting from the deviation of the sound pressure pulsation can be minimized because it flows into and is rectified.
また斜流型触媒コンバータ4a,4bを集合体構造とした
ので、合流部7にコンパクトに設置することができ、よ
って相対的に大容量の触媒を搭載することもできる。Further, since the mixed flow type catalytic converters 4a, 4b have an aggregate structure, they can be compactly installed in the confluence portion 7, and thus a relatively large capacity catalyst can be mounted.
なお、本考案は上記の実施例に限定されるものではな
く、例えばV型内燃機関1の代りに水平対向型内燃機関
にも適用することができる。It should be noted that the present invention is not limited to the above-described embodiment, but can be applied to a horizontally opposed internal combustion engine instead of the V internal combustion engine 1, for example.
上述の如く、本考案によれば、触媒コンバータの触媒
担体のセル方向により合流部で対向することなく、前側
バンクと後側バンクの夫々からの排気ガスが合流した
後、円滑に合流排気管へ導かれるため、排気圧損を低減
することができ、また触媒コンバータが内燃機関の略中
央下部に位置し、しかも前後のバンクからの排気ガスが
他方のバンク側の触媒コンバータの排気出口側部分にも
接触することにより、触媒担体の暖機性を従来に比し大
幅に高めたため、従来に比べて排気ガス浄化性能を大幅
に向上することができる等の特長を有するものである。As described above, according to the present invention, the exhaust gas from the front bank and the exhaust gas from the rear bank are not opposed to each other at the merging portion depending on the cell direction of the catalyst carrier of the catalytic converter, and then smoothly flow to the merging exhaust pipe. Since it is guided, exhaust pressure loss can be reduced, and the catalytic converter is located substantially in the lower center part of the internal combustion engine, and the exhaust gas from the front and rear banks also flows to the exhaust outlet side part of the catalytic converter on the other bank side. By bringing them into contact with each other, the warming-up property of the catalyst carrier is remarkably improved as compared with the conventional one, so that the exhaust gas purification performance can be remarkably improved as compared with the conventional one.
第1図及び第2図は夫々本考案の一実施例の正面図及び
底面図、第3図は第1図及び第2図中の要部の一実施例
の半切截正面図、第4図は第3図中のA−A線に沿う断
面図である。 1……V型内燃機関、2a……前側バンク、2b……後側バ
ンク、3a……第1の排気管、3b……第2の排気管、4a…
…第1の斜流型触媒コンバータ、4b……第2の斜流型触
媒コンバータ、7……合流部、8……合流排気管、12a,
12b……触媒担体。1 and 2 are a front view and a bottom view, respectively, of an embodiment of the present invention, and FIG. 3 is a half-cut front view and a front view of an embodiment of an essential part in FIGS. 1 and 2. FIG. 4 is a sectional view taken along the line AA in FIG. 1 ... V type internal combustion engine, 2a ... front bank, 2b ... rear bank, 3a ... first exhaust pipe, 3b ... second exhaust pipe, 4a ...
... 1st mixed flow catalytic converter, 4b ... 2nd mixed flow catalytic converter, 7 ... merge part, 8 ... merged exhaust pipe, 12a,
12b ... Catalyst carrier.
Claims (1)
の各バンク毎に設けた第1及び第2の排気管の両軸線を
一致させて接続する合流部を該内燃機関の略中央下部に
配置し、該第1及び第2の排気管の該合流部までの長さ
を互いに等しくした構造の内燃機関の排気装置におい
て、 前記第1及び第2の排気管の各後端部に第1及び第2の
触媒コンバータを設け、前記合流部により該第1及び第
2の触媒コンバータの各排気出口を互いに略直角に結合
して合流排気管に共通接続してなる構造の内燃機関の排
気装置。1. A merging portion for connecting both axial lines of first and second exhaust pipes provided in front and rear banks of a horizontal V-type or horizontally-opposed internal combustion engine so as to be aligned with each other is approximately at the center of the internal combustion engine. An exhaust system for an internal combustion engine, which is arranged at a lower portion and has a structure in which the lengths of the first and second exhaust pipes to the confluence are equal to each other, wherein the rear end portions of the first and second exhaust pipes are An internal combustion engine having a structure in which first and second catalytic converters are provided, and the exhaust outlets of the first and second catalytic converters are coupled to each other at substantially right angles by the confluence portion and are commonly connected to a confluent exhaust pipe. Exhaust system.
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1990024812U JP2516093Y2 (en) | 1990-03-12 | 1990-03-12 | Exhaust device for internal combustion engine |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP1990024812U JP2516093Y2 (en) | 1990-03-12 | 1990-03-12 | Exhaust device for internal combustion engine |
Publications (2)
Publication Number | Publication Date |
---|---|
JPH03114522U JPH03114522U (en) | 1991-11-25 |
JP2516093Y2 true JP2516093Y2 (en) | 1996-11-06 |
Family
ID=31527759
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
JP1990024812U Expired - Lifetime JP2516093Y2 (en) | 1990-03-12 | 1990-03-12 | Exhaust device for internal combustion engine |
Country Status (1)
Country | Link |
---|---|
JP (1) | JP2516093Y2 (en) |
Family Cites Families (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS6267921U (en) * | 1985-10-18 | 1987-04-28 | ||
JPS6328821U (en) * | 1986-08-08 | 1988-02-25 | ||
JPS6354816U (en) * | 1986-09-29 | 1988-04-13 |
-
1990
- 1990-03-12 JP JP1990024812U patent/JP2516093Y2/en not_active Expired - Lifetime
Also Published As
Publication number | Publication date |
---|---|
JPH03114522U (en) | 1991-11-25 |
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