JP2701206B2 - Exhaust control device - Google Patents
Exhaust control deviceInfo
- Publication number
- JP2701206B2 JP2701206B2 JP63226573A JP22657388A JP2701206B2 JP 2701206 B2 JP2701206 B2 JP 2701206B2 JP 63226573 A JP63226573 A JP 63226573A JP 22657388 A JP22657388 A JP 22657388A JP 2701206 B2 JP2701206 B2 JP 2701206B2
- Authority
- JP
- Japan
- Prior art keywords
- exhaust
- valve body
- passage
- valve
- engine
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired - Lifetime
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
- F02B27/00—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues
- F02B27/04—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases
- F02B27/06—Use of kinetic or wave energy of charge in induction systems, or of combustion residues in exhaust systems, for improving quantity of charge or for increasing removal of combustion residues in exhaust systems only, e.g. for sucking-off combustion gases the systems having variable, i.e. adjustable, cross-sectional areas, chambers of variable volume, or like variable means
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Characterised By The Charging Evacuation (AREA)
Description
【発明の詳細な説明】 〔発明の目的〕 （産業上の利用分野） 本発明は自動二輪車等に搭載される多気筒エンジンの
排気管に設けられる排気制御装置に関する。The present invention relates to an exhaust control device provided in an exhaust pipe of a multi-cylinder engine mounted on a motorcycle or the like.
（従来の技術） 一般に多気筒エンジンでは、各気筒から導かれる複数
の排気管を集合して排気消音器に接続した排気装置が用
いられる。このものにおいて、各排気管内に生じる排気
圧の脈動を利用することにより、エンジンの吸気効率、
ひいてはエンジンの出力を向上できることが知られてい
る。そして通常、自動二輪車では高回転域での出力向上
が図られ、それに合せて排気管の固有振動数などが設定
されている。(Prior Art) Generally, in a multi-cylinder engine, an exhaust device in which a plurality of exhaust pipes led from each cylinder are assembled and connected to an exhaust silencer is used. In this device, by utilizing the pulsation of the exhaust pressure generated in each exhaust pipe, the intake efficiency of the engine,
It is known that the output of the engine can be improved. In general, the output of a motorcycle is improved in a high rotation range, and the natural frequency of the exhaust pipe is set accordingly.
（発明が解決しようとする課題） ところが、高回転域での出力向上を図った場合、低中
回転域において排気の脈動による負の効果が大きくな
り、出力の谷の部分が生じる欠点がある。これに対し従
来では、例えば特開昭63−12824号公報または実開昭61
−122334号公報等に示されるように、集合チャンバより
も上流側に排気管内の流れを制御する弁機構を設け、出
力の谷の部分を解消させる技術が提案されている。(Problems to be Solved by the Invention) However, when the output is improved in the high rotation range, the negative effect due to the pulsation of the exhaust becomes large in the low and middle rotation range, and there is a disadvantage that a valley portion of the output occurs. On the other hand, conventionally, for example, Japanese Unexamined Patent Publication No.
As disclosed in JP-A-122334 or the like, a technique has been proposed in which a valve mechanism for controlling the flow in an exhaust pipe is provided upstream of a collecting chamber to eliminate a valley portion of output.
しかし、上述した従来の技術では弁機構を構成する弁
体が単一的な構成であり、排気制御の範囲、容易化なら
びに高精度化等の点から改良の余地があった。However, in the above-described conventional technology, the valve element constituting the valve mechanism has a single structure, and there is room for improvement in terms of the range of exhaust control, simplification, high accuracy, and the like.
本発明はこのような事情に鑑みてなされたもので、低
中回転域において出力の谷の部分が生じることがなく、
高中低全回転域に亘って出力向上が図れるとともに、構
成の簡単化及び排気制御の容易化ならびに高精度化が図
れる排気制御装置を提供することを目的とする。The present invention has been made in view of such circumstances, and a valley portion of the output does not occur in a low to middle rotation range,
It is an object of the present invention to provide an exhaust control device capable of improving output over a high, middle, and low rotational speed range, simplifying the configuration, facilitating exhaust control, and achieving high accuracy.
（課題を解決するための手段） 本発明は、多気筒エンジンの各気筒に接続する複数の
排気管を集合チャンバで集合して排気消音器に接続した
排気装置において、前記集合チャンバよりも上流側で前
記排気管が上下に隣接する部分に、前記排気管同士の隣
接部分を支点として回動するとともにその排気管の排気
通路内に出没して通路断面積を拡縮する第１の弁体を前
記集合チャンバとは別体に設ける一方、この第１の弁体
内に、前記各排気管の排気通路同士を連通または遮断す
る第２の弁体を前記第１の弁体と同軸的に回動可能に設
け、前記エンジンの低回転域では、前記第１の弁体によ
り前記排気通路の通路面積を絞り、かつ前記第２の弁体
により前記排気通路をそれぞれ非連通状態とし、また前
記エンジンの中回転域では、前記第１の弁体により前記
排気通路の通路面積を開状態とし、かつ前記第２の弁体
により前記排気管の排気通路をそれぞれ非連通状態と
し、さらに前記エンジンの高回転域では、前記第１の弁
体により前記排気管の通路面積を開状態とし、かつ前記
第２の弁体により前記排気管の排気通路を相互に連通さ
せる制御を行うことを特徴とする。(Means for Solving the Problems) The present invention relates to an exhaust system in which a plurality of exhaust pipes connected to each cylinder of a multi-cylinder engine are assembled in a collective chamber and connected to an exhaust silencer, A first valve element which pivots on a portion adjacent to the exhaust pipes as a fulcrum and which protrudes and retracts in an exhaust passage of the exhaust pipe to expand and contract a cross-sectional area of the exhaust pipe; While provided separately from the collecting chamber, a second valve body for communicating or blocking the exhaust passages of the respective exhaust pipes can be coaxially rotated with the first valve body in the first valve body. The first valve body narrows the passage area of the exhaust passage, and the second valve body causes the exhaust passage to be in a non-communication state in a low rotation range of the engine. In the rotation range, the first valve body To open the passage area of the exhaust passage, and make the exhaust passage of the exhaust pipe non-communicating by the second valve body. Further, in the high rotation range of the engine, the first valve body It is characterized in that the passage area of the exhaust pipe is set to the open state, and the second valve body controls the exhaust path of the exhaust pipe to communicate with each other.
すなわち、本発明では、エンジンの低回転域では、第
１の弁体により排気通路の通路断面積を縮小状態にする
とともに、第２の弁体により排気管の排気通路同士を非
連通状態とする。これにより、排気系が低い固有振動数
を有するものとし、排気の脈動による負の効果を減少さ
せて出力向上が図れる。That is, in the present invention, in the low rotation range of the engine, the first valve body reduces the cross-sectional area of the exhaust passage, and the second valve body disconnects the exhaust passages of the exhaust pipe. . As a result, the exhaust system has a low natural frequency, and a negative effect due to exhaust pulsation is reduced to improve the output.
また、エンジンの中回転域では、第１の弁体により排
気通路の通路断面積は拡大した状態とするが、第２の弁
体は閉じた状態として、排気管の排気通路同士を非連通
状態とする。これにより、排気系がやや高い固有振動数
を有するものとなる。In the middle rotation region of the engine, the first valve body increases the cross-sectional area of the exhaust passage, but the second valve body is closed to disconnect the exhaust pipes from each other. And As a result, the exhaust system has a slightly higher natural frequency.
さらに、エンジンの高回転域では、弁機構の第１の弁
体により排気通路の通路断面積を拡大させるとともに、
第２の弁体により排気管の排気通路を互いに連通させ
る。これにより、排気系が高い固有振動数を有するもの
とし、排気の干渉を有効的に利用して出力向上が図れる
とともに、排気量の増大に対処できる。Further, in the high engine speed range, the first valve body of the valve mechanism increases the cross-sectional area of the exhaust passage, and
The second valve body allows the exhaust passages of the exhaust pipe to communicate with each other. As a result, the exhaust system has a high natural frequency, the output can be improved by effectively using the interference of the exhaust gas, and the increase in the exhaust gas amount can be dealt with.
しかも、第１、第２の弁体を同軸的に設けたことによ
り、構成が簡単となり、かつ制御も容易に行なえるよう
になる。In addition, since the first and second valve bodies are provided coaxially, the structure is simplified and the control can be easily performed.
（実施例） 以下、本発明の一実施例を図面を参照して説明する。Hereinafter, an embodiment of the present invention will be described with reference to the drawings.
第３図は本発明に係る排気制御装置を設けた自動二輪
車の外観を示し、第１図、第２図、第４図〜第10図はそ
の排気制御装置の構成および作用を示している。FIG. 3 shows the appearance of a motorcycle provided with the exhaust control device according to the present invention, and FIGS. 1, 2, and 4 to 10 show the structure and operation of the exhaust control device.
第３図および第４図に示すように、この実施例では自
動二輪車１に搭載される４気筒エンジン２の各気筒から
導かれる複数の排気管３を集合チャンバ４で集合、排気
消音器５に接続している。As shown in FIGS. 3 and 4, in this embodiment, a plurality of exhaust pipes 3 guided from each cylinder of a four-cylinder engine 2 mounted on the motorcycle 1 are gathered in a gathering chamber 4 and formed in an exhaust silencer 5. Connected.
このものにおいて、排気管３を上下および左右に隣接
させた集合配置とし、その部分に排気管３の一部を構成
する弁ケーシング６を連結している。この弁ケーシング
６は第１図および第４図に示すように、排気管３の集合
部分と略同一形状を有しており、排気管３と連通する排
気通路3a,3b,3c,3dが上下左右に隣接されて形成されて
いる。In this arrangement, the exhaust pipes 3 are arranged in a vertically adjacent and left and right adjacent arrangement, and a valve casing 6 constituting a part of the exhaust pipes 3 is connected to the collective arrangement. As shown in FIGS. 1 and 4, the valve casing 6 has substantially the same shape as the gathering portion of the exhaust pipe 3, and the exhaust passages 3a, 3b, 3c, 3d communicating with the exhaust pipe 3 are vertically moved. It is formed adjacent to the left and right.
弁機構７は、上部の排気通路3a,3bと、下部の排気通
路3c,3dとの間に配置され、その通路断面積の拡縮機能
および排気通路同士の連通、遮断機能を有する。The valve mechanism 7 is disposed between the upper exhaust passages 3a and 3b and the lower exhaust passages 3c and 3d, and has a function of expanding and reducing the cross-sectional area of the passages and a function of communicating and blocking the exhaust passages.
弁機構７の構成および作用を第１図、第２図、第５図
〜第10図に詳細に示す。弁機構７は、排気通路3a,3b,3
c,3dの通路断面積を拡縮する第１の弁体８と、上部の排
気通路3a,3bと下部の排気通路3c,3dとを連通、遮断する
第２の弁体９とを有し、これら第１、第２の弁体8,9
は、集合チャンバ４とは別体に構成されている。The structure and operation of the valve mechanism 7 are shown in detail in FIG. 1, FIG. 2, and FIG. 5 to FIG. The valve mechanism 7 includes the exhaust passages 3a, 3b, 3
a first valve body 8 for expanding and contracting the passage cross-sectional area of c and 3d, and a second valve body 9 for communicating and blocking the upper exhaust passages 3a and 3b and the lower exhaust passages 3c and 3d, These first and second valve bodies 8, 9
Are configured separately from the collecting chamber 4.
即ち、第１の弁体８は弁ケーシング６の内周面に形成
したリング状のガイド10に沿って回動するディスク11
と、このディスク11の両側面に一体的に設けられたブレ
ード12とを有し、上部の排気通路3a,3bと下部の排気通
路3c,3dとの隣接部分を中心として回動可能とされてい
る。That is, the first valve element 8 is a disk 11 that rotates along a ring-shaped guide 10 formed on the inner peripheral surface of the valve casing 6.
And a blade 12 integrally provided on both side surfaces of the disk 11, and is rotatable about a portion adjacent to the upper exhaust passages 3a, 3b and the lower exhaust passages 3c, 3d. I have.
また、第２の弁体９は略円柱状をなし、第１の弁体８
の中心部を貫通する孔にスライド可能に挿入されてい
る。この第２の弁体９に、この弁体９の外周面および中
心部を貫通する断面楕円形状の弁孔13が穿設されてい
る。そして、第２の弁体９の両端部に断熱材14,15を介
して回転軸16が一体回転可能に取り付けられ、この回転
軸16が軸受17,18を介して弁ケーシング６に支持されて
いる。これにより、第２の弁体９は第１の弁体８と同軸
上で回転できるようになっている。回転軸16の端部には
プーリ19が設けられ、図示しない駆動部により回転駆動
される。The second valve element 9 has a substantially cylindrical shape, and the first valve element 8
Is slidably inserted into a hole passing through the center of the. The second valve body 9 is provided with a valve hole 13 having an elliptical cross section that penetrates the outer peripheral surface and the center of the valve body 9. A rotating shaft 16 is attached to both ends of the second valve body 9 via heat insulating materials 14 and 15 so as to be integrally rotatable. The rotating shaft 16 is supported by the valve casing 6 via bearings 17 and 18. I have. Thereby, the second valve body 9 can rotate coaxially with the first valve body 8. A pulley 19 is provided at an end of the rotating shaft 16, and is driven to rotate by a driving unit (not shown).
さらに、第１の弁体８の端部には回転軸16と同心的な
円盤状のカム板20が一体的に設けられている。このカム
板20は第６図に示すように、中心部に略半円形の係合孔
21を有している。この係合孔21に、回転軸16と一体の扇
形の係合突起22が一定角度、例えば90度の相対回動が可
能な状態で係合している。なお、カム板18はスプリング
23によって周方向に付勢されている。Further, a disc-shaped cam plate 20 concentric with the rotating shaft 16 is integrally provided at an end of the first valve body 8. As shown in FIG. 6, this cam plate 20 has a substantially semicircular engagement hole at the center.
Has 21. A fan-shaped engaging projection 22 integral with the rotating shaft 16 is engaged with the engaging hole 21 in such a manner that a relative rotation of a predetermined angle, for example, 90 degrees is possible. The cam plate 18 is a spring
It is biased in the circumferential direction by 23.
エンジンの低回転域では、第５図および第６図に示す
ように、回転軸16が駆動部により所定角度回動され、係
合突起22によりカム板20がスプリング23に抗して回動す
る。これにより、第１の弁体８が各排気通路3a,3b,3c,3
dに突出した状態となり、各排気通路3a,3b,3c,3dが絞ら
れる。このとき、第２の弁体９の弁孔13は第１の弁体８
によって塞がれた状態となり、各排気通路3a,3b,3c,3d
同士は非連通状態となる。これにより、排気系が低い固
有振動数を有するものとなり、排気脈動による負の効果
が減少し、エンジン出力の向上が図れる。In the low engine speed range, as shown in FIGS. 5 and 6, the rotating shaft 16 is rotated by a predetermined angle by the drive unit, and the cam plate 20 is rotated by the engagement projection 22 against the spring 23. . As a result, the first valve body 8 separates the exhaust passages 3a, 3b, 3c, 3
d, and the exhaust passages 3a, 3b, 3c, 3d are narrowed. At this time, the valve hole 13 of the second valve body 9 is
And each exhaust passage 3a, 3b, 3c, 3d
They are in a non-communication state. As a result, the exhaust system has a low natural frequency, the negative effect of exhaust pulsation is reduced, and the engine output can be improved.
また、エンジンの中回転域では、回転軸16が図の反時
計方向に回動し、第７図および第８図に示すように、係
合突起22の回動に伴い、カム板20がスプリング23の付勢
力により同方向に所定角度回動する。これにより、第１
の弁体８が各排気通路3a,3b,3c,3dから退出した状態と
なり、各排気通路3a,3b,3c,3dがそれぞれ開状態とな
る。なお、この場合には第２の弁体９の弁孔13が第１の
弁体８によって塞がれた状態に維持され、各排気通路3
a,3b,3c,3d同士は非連通状態のままである。即ち、排気
通路3a,3b,3c,3dの通路断面積は拡大した状態となる
が、第２の弁体９は閉じた状態となり、これにより、排
気系がやや高い固有振動数を有するものとなる。In the middle rotation range of the engine, the rotating shaft 16 rotates counterclockwise in the figure, and as shown in FIGS. 7 and 8, the cam plate 20 Due to the urging force of 23, it rotates a predetermined angle in the same direction. Thereby, the first
Of the exhaust passages 3a, 3b, 3c, 3d, and the exhaust passages 3a, 3b, 3c, 3d are respectively opened. In this case, the valve hole 13 of the second valve body 9 is kept closed by the first valve body 8, and each exhaust passage 3
a, 3b, 3c, and 3d remain in a non-communication state. That is, although the passage cross-sectional areas of the exhaust passages 3a, 3b, 3c, 3d are in an enlarged state, the second valve body 9 is in a closed state, whereby the exhaust system has a somewhat higher natural frequency. Become.
エンジンの高回転域では、第９図および第10図に示す
ように、第１の弁体８は停止状態となり、第２の弁体９
のみがさらに反時計方向に回動して、弁孔13により各排
気通路3a,3b,3c,3dが相互に連通し、通路断面積が拡大
した状態となる。これにより、排気系が高い固有振動数
を有するものとなり、排気の干渉を有効的に利用され、
出力向上が図れるとともに、排気量の増大に対処できる
ようになる。In the high rotation range of the engine, as shown in FIGS. 9 and 10, the first valve body 8 is stopped, and the second valve body 9 is stopped.
Only the valve rotates further counterclockwise, and the exhaust passages 3a, 3b, 3c, 3d communicate with each other through the valve hole 13, and the cross-sectional area of the passage is enlarged. As a result, the exhaust system has a high natural frequency, and the interference of the exhaust is effectively used,
The output can be improved and the increase in the displacement can be dealt with.
このような実施例の構成によると、弁機構７の第１、
第２の弁体8,9の関連動作により、エンジンの高回転域
から低回転域までにわたって最適な排気通路長さおよび
通路断面積が得られるようになり、エンジンの低中速域
においては出力の谷の部分が生じることがなく、高低速
域の全域に亘って出力を向上できるようになる。According to the configuration of such an embodiment, the first,
By the related operation of the second valve bodies 8 and 9, the optimum exhaust passage length and passage cross-sectional area can be obtained from the high rotation range to the low rotation range of the engine, and the output is low in the low and medium speed range of the engine. The valley portion does not occur, and the output can be improved over the entire high / low speed range.
また、複数の弁体8,9を同軸上配置したことにより、
構成が簡単となり、装置の小形化、制御の容易化および
高精度化度も図れるようになる。Also, by arranging a plurality of valve elements 8, 9 coaxially,
The configuration is simplified, and the size of the apparatus can be reduced, control can be facilitated, and high accuracy can be achieved.
なお、第１図に仮想線Ａで示すように、弁ケーシング
６内の弁体接触部をジャケット構成とし、その流路ａに
冷却水を流通させるようにしてもよい。このようにすれ
ば弁駆動の円滑性が確実に行なえる等の利点が得られ
る。In addition, as shown by the imaginary line A in FIG. 1, the valve body contact portion in the valve casing 6 may be configured as a jacket, and the cooling water may flow through the flow path a. In this way, advantages such as the smoothness of the valve drive can be obtained.
以上のように本発明に係る排気制御装置によれば、エ
ンジンの低中速域において出力の谷の部分が生じること
がなく、高中低速域の全域に亘って出力を向上できると
ともに、構成の簡単化および制御の容易化ならびに高精
度化が図れる等の効果が奏される。As described above, according to the exhaust control apparatus of the present invention, the valley portion of the output does not occur in the low to medium speed range of the engine, the output can be improved over the entire range of the high, middle and low speed ranges, and the structure is simple. In addition, effects such as simplification and control and higher precision can be achieved.
第１図は本発明に係る排気制御装置の一実施例を示す縦
断面図、第２図は同実施例における弁機構を示す斜視
図、第３図は同実施例に係る排気制御装置を搭載した自
動二輪車の側面図、第４図は同自動二輪車の排気管部を
拡大して示す斜視図、第５図は低回転域における第１図
のＶ−Ｖ線断面図、第６図は低回転域における第１図の
VI−VI線断面図、第７図および第８図は中回転域におけ
る作用を示す第５図および第６図に対応する断面図、第
９図および第10図は高回転域における作用を示す第５図
および第６図に対応する断面図である。 ２……エンジン、３……排気管、3a,3b,3c,3d……排気
通路、５……排気消音器、７……弁機構、８……第１の
弁体、９……第２の弁体。1 is a longitudinal sectional view showing an embodiment of an exhaust control apparatus according to the present invention, FIG. 2 is a perspective view showing a valve mechanism in the embodiment, and FIG. 3 is equipped with the exhaust control apparatus according to the embodiment. FIG. 4 is an enlarged perspective view showing an exhaust pipe portion of the motorcycle, FIG. 5 is a cross-sectional view taken along line VV of FIG. 1 in a low rotation range, and FIG. 1 in the rotation range
VI-VI sectional view, FIG. 7 and FIG. 8 show the operation in the middle rotation region, and FIG. 9 and FIG. 10 show the operation in the high rotation region corresponding to FIG. 5 and FIG. FIG. 7 is a cross-sectional view corresponding to FIGS. 5 and 6. 2 ... engine, 3 ... exhaust pipe, 3a, 3b, 3c, 3d ... exhaust passage, 5 ... exhaust silencer, 7 ... valve mechanism, 8 ... first valve body, 9 ... second Valve body.
Claims (1)
排気管を集合チャンバで集合して排気消音器に接続した
排気装置において、前記集合チャンバよりも上流側で前
記排気管が上下に隣接する部分に、前記排気管同士の隣
接部分を支点として回動するとともにその排気管の排気
通路内に出没して通路断面積を拡縮する第１の弁体を前
記集合チャンバとは別体に設ける一方、この第１の弁体
内に、前記各排気管の排気通路同士を連通または遮断す
る第２の弁体を前記第１の弁体と同軸的に回動可能に設
け、 前記エンジンの低回転域では、前記第１の弁体により前
記排気通路の通路面積を絞り、かつ前記第２の弁体によ
り前記排気通路をそれぞれ非連通状態とし、また前記エ
ンジンの中回転域では、前記第１の弁体により前記排気
通路の通路面積を開状態とし、かつ前記第２の弁体によ
り前記排気管の排気通路をそれぞれ非連通状態とし、さ
らに前記エンジンの高回転域では、前記第１の弁体によ
り前記排気管の通路面積を開状態とし、かつ前記第２の
弁体により前記排気管の排気通路を相互に連通させる制
御を行うことを特徴とする排気制御装置。1. An exhaust system in which a plurality of exhaust pipes connected to respective cylinders of a multi-cylinder engine are assembled in a collective chamber and connected to an exhaust silencer, wherein the exhaust pipes are vertically adjacent at an upstream side of the collective chamber. And a first valve body which rotates around an adjacent portion between the exhaust pipes as a fulcrum and expands and contracts in the exhaust passage of the exhaust pipe to expand and contract the passage cross-sectional area is provided separately from the collecting chamber. On the other hand, in the first valve body, a second valve body that communicates with or shuts off the exhaust passages of the exhaust pipes is provided rotatably coaxially with the first valve body. In the range, the passage area of the exhaust passage is reduced by the first valve body, and the exhaust passages are respectively disconnected from each other by the second valve body. In the middle rotation range of the engine, the first A passage surface of the exhaust passage by a valve body The product is in an open state, and the exhaust path of the exhaust pipe is in a non-communicating state by the second valve body. Further, in a high engine speed range, the passage area of the exhaust pipe is reduced by the first valve body. An exhaust control device, wherein the exhaust control device is controlled to be in an open state and to allow the exhaust passage of the exhaust pipe to communicate with each other by the second valve body.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63226573A JP2701206B2 (en) | 1988-09-12 | 1988-09-12 | Exhaust control device |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP63226573A JP2701206B2 (en) | 1988-09-12 | 1988-09-12 | Exhaust control device |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH0275721A JPH0275721A (en) | 1990-03-15 |
| JP2701206B2 true JP2701206B2 (en) | 1998-01-21 |
Family
ID=16847285
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP63226573A Expired - Lifetime JP2701206B2 (en) | 1988-09-12 | 1988-09-12 | Exhaust control device |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JP2701206B2 (en) |
Families Citing this family (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE4025066C2 (en) * | 1990-08-08 | 1994-03-03 | Daimler Benz Ag | Exhaust system of an internal combustion engine for driving a motor vehicle |
| JP4344455B2 (en) | 1999-09-03 | 2009-10-14 | 本田技研工業株式会社 | Engine intake and exhaust control system |
| JP4537556B2 (en) * | 2000-03-31 | 2010-09-01 | 本田技研工業株式会社 | Exhaust control valve |
| JP4015353B2 (en) * | 2000-03-31 | 2007-11-28 | 本田技研工業株式会社 | Exhaust control valve |
Family Cites Families (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPH0420983Y2 (en) * | 1985-01-17 | 1992-05-13 | ||
| JPH0799091B2 (en) * | 1986-03-07 | 1995-10-25 | ヤマハ発動機株式会社 | Engine exhaust control device |
-
1988
- 1988-09-12 JP JP63226573A patent/JP2701206B2/en not_active Expired - Lifetime
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0275721A (en) | 1990-03-15 |
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