JP6187243B2 - Drainage device for internal combustion engine - Google Patents

Drainage device for internal combustion engine Download PDF

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JP6187243B2
JP6187243B2 JP2013265984A JP2013265984A JP6187243B2 JP 6187243 B2 JP6187243 B2 JP 6187243B2 JP 2013265984 A JP2013265984 A JP 2013265984A JP 2013265984 A JP2013265984 A JP 2013265984A JP 6187243 B2 JP6187243 B2 JP 6187243B2
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exhaust
condensed water
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combustion engine
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JP2015121171A (en
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雄輔 磯部
雄輔 磯部
洋之 木村
洋之 木村
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Mitsubishi Motors Corp
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    • 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
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Description

本発明は車両の内燃機関に関し、詳しくは吸排気中から水分を排水する排水装置に関する。   The present invention relates to an internal combustion engine of a vehicle, and more particularly to a drainage device that drains moisture from intake and exhaust.

ディーゼルエンジンの排気ガス浄化方法として、ＮＯｘトラップ触媒を用いたものが知られている。ＮＯｘトラップ触媒は、排気中のＮＯｘを酸化雰囲気中で捕捉し、捕捉したＮＯｘを還元雰囲気中で放出してＮ２等に還元することでＮＯｘの排出濃度を低減している。また、ディーゼルエンジン搭載車には、排気中の粒子状物質を除去するフィルタ装置が設けられており、ＮＯｘトラップ触媒はその耐熱性や配置スペースの観点から、一般的にフィルタ装置の下流側に配置されている。 As an exhaust gas purification method for a diesel engine, a method using a NOx trap catalyst is known. The NOx trap catalyst captures NOx in exhaust gas in an oxidizing atmosphere, releases the trapped NOx in a reducing atmosphere, and reduces it to N 2 or the like, thereby reducing the NOx emission concentration. In addition, diesel-equipped vehicles are equipped with a filter device that removes particulate matter in the exhaust, and the NOx trap catalyst is generally arranged downstream of the filter device from the viewpoint of heat resistance and arrangement space. Has been.

さらに、排気の一部を吸気側に戻すことで燃焼室の燃焼温度を下げ、排気中のＮＯｘを低減させる排気再循環（ＥＧＲ）方式が知られている。ＥＧＲ方式には、過給機のタービン上流側排気通路からコンプレッサ下流側吸気通路に排気を戻す高圧ＥＧＲ方式と、タービン下流側で酸化触媒及びフィルタ装置下流側の排気通路からコンプレッサ上流側吸気通路に排気を戻す低圧ＥＧＲ方式とがある。低圧ＥＧＲ装置及びインタークーラ等の冷却手段を備えた内燃機関では、排気を含む吸気が冷却手段を通過して冷却される際に結露して凝縮水が発生する。この凝縮水が吸気と共に吸気通路から燃焼室に送られると、ウォータハンマを引き起こしてしまう虞がある。   Furthermore, an exhaust gas recirculation (EGR) system is known in which part of the exhaust gas is returned to the intake side to lower the combustion temperature of the combustion chamber and reduce NOx in the exhaust gas. The EGR system includes a high-pressure EGR system for returning exhaust gas from the turbine upstream exhaust passage of the turbocharger to the compressor downstream intake passage, and an oxidation catalyst and filter device downstream exhaust passage downstream from the turbine to the compressor upstream intake passage. There is a low pressure EGR system that returns exhaust gas. In an internal combustion engine having a cooling means such as a low-pressure EGR device and an intercooler, condensation is generated by condensation when intake air including exhaust gas passes through the cooling means and is cooled. If this condensed water is sent together with the intake air from the intake passage to the combustion chamber, there is a risk of causing a water hammer.

上述の問題を解決すべく、インタークーラで発生した凝縮水を貯留する貯留タンクと、凝縮水を加熱して水蒸気とする加熱装置と、貯留タンクと触媒上流側の排気通路とに接続された水蒸気供給路とを有し、凝縮水を水蒸気に変えて触媒の上流側排気通路に供給する内燃機関が、例えば「特許文献１」に開示されている。   In order to solve the above-mentioned problems, a storage tank that stores condensed water generated in the intercooler, a heating device that heats the condensed water into steam, and water vapor that is connected to the storage tank and an exhaust passage on the upstream side of the catalyst An internal combustion engine having a supply path and supplying condensed water to steam upstream of the catalyst is disclosed in, for example, “Patent Document 1”.

特開２０１３−１２４５６３号公報JP 2013-124563 A

上述の技術では、凝縮水が燃焼室に送られてウォータハンマを引き起こすことが防止されているが、凝縮水を過熱して水蒸気に変化させる加熱装置が必要となり、コストアップすると共にスペース確保等の問題が生じる。そこで、発生した凝縮水をＮＯｘトラップ触媒の上流側に位置する排気管へ排出するための排水路を設けることが考えられる。しかしこの場合、排水路より排出された凝縮水がＮＯｘトラップ触媒に流動し、凝縮水によって触媒が急冷されることにより熱応力により担体割れが生じ易くなり、排気ガスが悪化してしまうという問題点がある。
本発明は上述の問題点を解決し、排水路より排出された凝縮水がＮＯｘトラップ触媒を急冷することなく、かつ排気管への凝縮水の排出を常時可能な内燃機関の排水装置の提供を目的とする。 In the above-described technique, it is prevented that the condensed water is sent to the combustion chamber and causes water hammer, but a heating device that superheats the condensed water and changes it to steam is necessary, which increases costs and secures space. Problems arise. Therefore, it is conceivable to provide a drainage channel for discharging the generated condensed water to an exhaust pipe located upstream of the NOx trap catalyst. However, in this case, the condensed water discharged from the drainage channel flows into the NOx trap catalyst, and the catalyst is rapidly cooled by the condensed water, so that the carrier is easily cracked due to thermal stress, and the exhaust gas is deteriorated. There is.
The present invention solves the above-described problems, and provides a drainage device for an internal combustion engine in which the condensed water discharged from the drainage channel does not rapidly cool the NOx trap catalyst and can always discharge the condensed water to the exhaust pipe. Objective.

請求項１記載の発明は、内燃機関の吸気通路に一端が、排気通路に他端がそれぞれ接続されて前記吸気通路内の凝縮水を前記排気通路に排出する排水路を備え、前記排水路の他端は前記排気通路内に排気方向の下流に向かって螺旋形状に延出形成されると共に、前記螺旋形状の先端に開口部が形成され、前記螺旋形状は前記先端に向かうに連れて径が小さくなるように形成され、前記開口部は排気方向上流側に向けて開口することを特徴とする。 The invention according to claim 1 is provided with a drainage path, one end of which is connected to the intake passage of the internal combustion engine and the other end is connected to the exhaust path, and discharges condensed water in the intake path to the exhaust path. The other end is formed in the exhaust passage so as to extend in a spiral shape downstream in the exhaust direction , and an opening is formed at the tip of the spiral shape, and the diameter of the spiral shape increases toward the tip. The opening is formed to be smaller, and the opening opens toward the upstream side in the exhaust direction .

本発明によれば、排気管の内部に延出形成された排水路の他端に流入した凝縮水は排気管内の高温の排気によって加熱されて気化が促進され、開口部から排気管内に排出された凝縮水は、螺旋形状部に当たり一部は螺旋形状に付着し滞留することで高温の排気に晒されてさらに気化が促進される。または、螺旋形状に付着しなかった凝縮水も螺旋形状に当たることで飛散し微粒子化した状態で排気と共に排気通路下流へ流下される。これにより、凝縮水は内燃機関の燃焼室を通過することなく排気通路を通じて車外に排出される。さらに、気化または飛散して微粒子化した状態で排気通路を通過するため、排気管内に多量の凝縮水が滞留し排気管の目詰まりや排気通路の排気後処理装置の不具合の発生を低減することができる。   According to the present invention, the condensed water that has flowed into the other end of the drainage channel that extends inside the exhaust pipe is heated by the high-temperature exhaust in the exhaust pipe to promote vaporization, and is discharged from the opening into the exhaust pipe. The condensed water hits the spiral portion, and a part of the condensed water adheres and stays in the spiral shape, so that it is exposed to high-temperature exhaust and further vaporization is promoted. Alternatively, the condensed water that has not adhered to the spiral shape also flows down to the downstream of the exhaust passage together with the exhaust gas in a state of being scattered and atomized by hitting the spiral shape. Thereby, the condensed water is discharged out of the vehicle through the exhaust passage without passing through the combustion chamber of the internal combustion engine. Furthermore, since it passes through the exhaust passage while being vaporized or scattered to form fine particles, a large amount of condensed water stays in the exhaust pipe, reducing the occurrence of clogging of the exhaust pipe and malfunction of the exhaust aftertreatment device in the exhaust passage. Can do.

本発明の一実施形態を適用した内燃機関の排水制御装置の概略図である。1 is a schematic view of a drainage control device for an internal combustion engine to which an embodiment of the present invention is applied. 本発明の一実施形態に用いられる排水装置の概略図である。It is the schematic of the drainage apparatus used for one Embodiment of this invention. 本発明の一実施形態における排水装置の作動状態を説明する概略図である。It is the schematic explaining the operation state of the drainage device in one embodiment of the present invention.

本発明の一実施形態を示す図１において、内燃機関である車載用ディーゼルエンジン（以下エンジンという）１のシリンダブロック２の上部にはシリンダヘッド３が設けられており、シリンダヘッド３の吸気側には吸気通路を構成する吸気管４が、排気側には排気通路を構成する排気管５がそれぞれ接続されている。またシリンダヘッド３には、コモンレール１３を介して燃料噴射ポンプ１４が接続されている。さらにシリンダヘッド３には、一端をエアフィルタ６よりも下流側の吸気管４に接続されたブローバイガスを排出するブローバイガス通路２１の他端が接続されている。   In FIG. 1 showing an embodiment of the present invention, a cylinder head 3 is provided on an upper portion of a cylinder block 2 of an in-vehicle diesel engine (hereinafter referred to as an engine) 1 that is an internal combustion engine. Is connected to an intake pipe 4 constituting an intake passage, and an exhaust pipe 5 constituting an exhaust passage is connected to the exhaust side. A fuel injection pump 14 is connected to the cylinder head 3 via a common rail 13. Further, the cylinder head 3 is connected to the other end of a blow-by gas passage 21 for discharging blow-by gas having one end connected to the intake pipe 4 on the downstream side of the air filter 6.

吸気管４には、吸気の上流側からエアフィルタ６、低圧スロットル弁７、低圧ＥＧＲバルブ８、過給機であるターボチャージャ９の図示しないコンプレッサ、インタークーラ１０、高圧スロットル弁１１、高圧ＥＧＲバルブ１２等が設けられている。   The intake pipe 4 includes an air filter 6, a low-pressure throttle valve 7, a low-pressure EGR valve 8, a turbocharger 9 (not shown), an intercooler 10, a high-pressure throttle valve 11, and a high-pressure EGR valve from the upstream side of the intake air. 12 etc. are provided.

排気管５には、シリンダブロック２側からターボチャージャ９の図示しないタービン、酸化触媒１５及び排気フィルタとしてのフィルタ装置１６が設けられている。酸化触媒１５は、例えば白金のような貴金属触媒を担持しており、排気中のＮＯをＮＯ２に転換する作用と、排気中のＨＣやＣＯ等の有害成分を酸化させる作用とを有している。ＮＯ２はＮＯよりも酸化作用が強く、ＮＯ２によってフィルタ装置１６に捕獲された粒子状物質の酸化反応が促進され、また後述するＮＯｘトラップ触媒で還元される。フィルタ装置１６は排気中の粒子状物質を捕獲するフィルタ装置であり、捕獲された粒子状物質はＮＯ２の強力な酸化作用で燃焼除去される。 The exhaust pipe 5 is provided with a turbine (not shown) of the turbocharger 9, an oxidation catalyst 15, and a filter device 16 as an exhaust filter from the cylinder block 2 side. The oxidation catalyst 15 carries a noble metal catalyst such as platinum, and has an action of converting NO in the exhaust into NO 2 and an action of oxidizing harmful components such as HC and CO in the exhaust. Yes. NO 2 has a stronger oxidizing action than NO, and the oxidation reaction of the particulate matter captured by the filter device 16 is promoted by NO 2 and is reduced by a NOx trap catalyst described later. The filter device 16 is a filter device that captures particulate matter in the exhaust gas, and the captured particulate matter is burned and removed by the strong oxidizing action of NO 2 .

フィルタ装置１６の下流側には、排気中の酸素濃度量を検知する酸素濃度センサ（ＬＡＦＳ）１７が設けられており、その下流側に触媒であるＮＯｘトラップ触媒１８を内蔵した触媒コンバータ１９が、さらにその下流側に酸素濃度センサ２０が設けられている。ＮＯｘトラップ触媒１８は、酸化雰囲気においてＮＯｘを捕捉し、捕捉したＮＯｘを例えばＨＣやＣＯ等を含む還元雰囲気中で放出してＮ２等に還元する浄化装置である。つまり、酸化触媒１５で生成されたＮＯ２及び酸化触媒１５で酸化されずに排気ガス中に残存するＮＯを捕捉し、Ｎ２等に還元して放出する。 An oxygen concentration sensor (LAFS) 17 that detects the amount of oxygen concentration in the exhaust gas is provided on the downstream side of the filter device 16, and a catalytic converter 19 that incorporates a NOx trap catalyst 18 that is a catalyst on the downstream side is provided. Further, an oxygen concentration sensor 20 is provided on the downstream side. The NOx trap catalyst 18 is a purification device that traps NOx in an oxidizing atmosphere, releases the trapped NOx in a reducing atmosphere containing, for example, HC, CO, and the like and reduces it to N 2 or the like. That is, NO 2 generated by the oxidation catalyst 15 and NO remaining in the exhaust gas without being oxidized by the oxidation catalyst 15 are captured, reduced to N 2 and released.

高圧ＥＧＲバルブ１２の下方には、高圧ＥＧＲ管２３と高圧ＥＧＲクーラ２４とを有する高圧ＥＧＲ装置２２が配設されている。高圧ＥＧＲ管２３は、その一端を高圧スロットル弁１１とシリンダヘッド３との間の吸気管４に、その他端をシリンダヘッド３とターボチャージャ９のタービンとの間の排気管５にそれぞれ接続されており、その途中には高圧ＥＧＲクーラ２４が設けられている。高圧ＥＧＲ管２３の一端は、高圧ＥＧＲバルブ１２によって開閉される。   A high pressure EGR device 22 having a high pressure EGR pipe 23 and a high pressure EGR cooler 24 is disposed below the high pressure EGR valve 12. One end of the high-pressure EGR pipe 23 is connected to the intake pipe 4 between the high-pressure throttle valve 11 and the cylinder head 3, and the other end is connected to the exhaust pipe 5 between the cylinder head 3 and the turbine of the turbocharger 9. A high-pressure EGR cooler 24 is provided in the middle. One end of the high pressure EGR pipe 23 is opened and closed by the high pressure EGR valve 12.

低圧ＥＧＲバルブ８の下方には、低圧ＥＧＲ管２６と低圧ＥＧＲクーラ２７とを有する排気再循環装置としての低圧ＥＧＲ装置２５が配設されている。低圧ＥＧＲ管２６は、その一端を低圧スロットル弁７とターボチャージャ９のコンプレッサとの間の吸気管４に、その他端をフィルタ装置１６とＮＯｘトラップ触媒１８との間の排気管５にそれぞれ接続されており、その途中には低圧ＥＧＲクーラ２７が設けられている。低圧ＥＧＲ管２６の一端は、低圧ＥＧＲバルブ８によって開閉される。   Below the low pressure EGR valve 8, a low pressure EGR device 25 is disposed as an exhaust gas recirculation device having a low pressure EGR pipe 26 and a low pressure EGR cooler 27. One end of the low-pressure EGR pipe 26 is connected to the intake pipe 4 between the low-pressure throttle valve 7 and the compressor of the turbocharger 9, and the other end is connected to the exhaust pipe 5 between the filter device 16 and the NOx trap catalyst 18. In the middle, a low pressure EGR cooler 27 is provided. One end of the low pressure EGR pipe 26 is opened and closed by the low pressure EGR valve 8.

次に、吸気管４内に生じた凝縮水を、排水路を形成する排水管２８を介して排気管５内に流出させる、本発明の一実施形態に用いられる内燃機関の排水装置３１を説明する。ここで、インタークーラ１０と高圧スロットル弁１１との間の吸気管４には排水管２８の一端が接続されており、排水管２８の他端はＮＯｘトラップ触媒１８の排気上流側近傍位置に接続されている。排水管２８の途中には開閉弁２９が配設されており、開閉弁２９はこれに接続された制御手段によってその開閉動作を制御される。制御手段３０は、図示しないＣＰＵ、ＲＯＭ、ＲＡＭ等を有する周知のマイクロコンピュータによって構成されており、各種センサからの検知信号に基づいて、各スロットル弁７，１１、各ＥＧＲ用バルブ８，１２及び開閉弁２９の動作を制御する。   Next, a drainage device 31 for an internal combustion engine used in an embodiment of the present invention that causes condensed water generated in the intake pipe 4 to flow into the exhaust pipe 5 through a drain pipe 28 that forms a drainage channel will be described. To do. Here, one end of a drain pipe 28 is connected to the intake pipe 4 between the intercooler 10 and the high pressure throttle valve 11, and the other end of the drain pipe 28 is connected to a position near the exhaust upstream side of the NOx trap catalyst 18. Has been. An opening / closing valve 29 is disposed in the middle of the drain pipe 28, and the opening / closing operation of the opening / closing valve 29 is controlled by a control means connected thereto. The control means 30 is composed of a well-known microcomputer having a CPU, ROM, RAM, etc. (not shown), and based on detection signals from various sensors, the throttle valves 7, 11, EGR valves 8, 12, and The operation of the on-off valve 29 is controlled.

制御手段３０は、排水管２８内に貯留された凝縮水の量が一定量に達したり、エンジン１の運転時間や車両の走行距離が一定値に達したりした場合に開閉弁２９を開弁し、触媒コンバータ１９を介して排水管２８内の凝縮水を車外に排出する機能を有している。また制御手段３０は、排水管２８から凝縮水が抜けて酸素濃度センサ２０が排水管２８を介して漏出する吸気ガス内の酸素濃度を検出して、これがリーン側の所定値に達すると排水管２８から凝縮水が完全に抜けたと判断して、開閉弁２９を閉弁させる機能を有している。この制御手段３０の制御により、排水管２８からの凝縮水排出完了後に吸気ガスが排水管２８から排出され、エンジン１のトルク低下や出力低下の発生が防止されている。   The control means 30 opens the on-off valve 29 when the amount of condensed water stored in the drain pipe 28 reaches a certain amount, or when the operation time of the engine 1 or the travel distance of the vehicle reaches a certain value. Further, it has a function of discharging condensed water in the drain pipe 28 through the catalytic converter 19 to the outside of the vehicle. The control means 30 detects the oxygen concentration in the intake gas leaked from the drain pipe 28 through the drain pipe 28 and the oxygen concentration sensor 20 leaks through the drain pipe 28. When this reaches a predetermined value on the lean side, the drain pipe It is determined that the condensed water has been completely removed from the valve 28, and the on-off valve 29 is closed. By the control of the control means 30, the intake gas is discharged from the drain pipe 28 after the condensed water discharge from the drain pipe 28 is completed, and the occurrence of torque reduction and output reduction of the engine 1 is prevented.

図１に示すように、排気管５の上流側排気管５０１の後端にＮＯｘトラップ触媒１８を有する触媒コンバータが接続される。触媒コンバータ１９は排気通路の拡径部を有する容器本体を備え、容器本体はＮＯｘトラップ触媒１８を収容する主部１９１、主部１９１に連続形成された排気通路前側の拡径部である拡径前部１９２、排気通路後側の拡径後部１９３を有する。拡径前部１９２は排気通路下流側に向けて排気通路径を徐々に拡大するコーン形状の傾斜部をなし、その前端が上流側排気管５０１に接続される。拡径後部１９３は排気通路下流側に向けて排気通路径を徐々に縮小するコーン形状の傾斜部をなし、その後端が下流側排気管５０２に接続される。   As shown in FIG. 1, a catalytic converter having a NOx trap catalyst 18 is connected to the rear end of the exhaust pipe 501 upstream of the exhaust pipe 5. The catalytic converter 19 includes a container body having an enlarged diameter portion of the exhaust passage. The container body is a main portion 191 that houses the NOx trap catalyst 18, and an enlarged diameter that is an enlarged diameter portion on the front side of the exhaust passage that is continuously formed in the main portion 191. It has a front part 192 and an enlarged diameter rear part 193 on the rear side of the exhaust passage. The enlarged diameter front portion 192 forms a cone-shaped inclined portion that gradually increases the diameter of the exhaust passage toward the downstream side of the exhaust passage, and the front end thereof is connected to the upstream side exhaust pipe 501. The enlarged diameter rear portion 193 has a cone-shaped inclined portion that gradually reduces the diameter of the exhaust passage toward the downstream side of the exhaust passage, and the rear end thereof is connected to the downstream side exhaust pipe 502.

図２に示すように、上流側排気管５０１の後端近傍の部位には、排水管２８の他端側の端部２８ａが排気管５内に延出形成されている。他端側の端部２８ａは、図２（ｂ）にも示すように、徐々にその径が小さくなる螺旋形状をなすと共に、その螺旋形状の中心軸が排気管５内における排気ガスの排気方向と沿うように形成され、径が最小となる他端には凝縮水を排気ガスの排気方向上流側に向けて排出する開口部２８ｂが形成されている。   As shown in FIG. 2, an end portion 28 a on the other end side of the drain pipe 28 is formed to extend into the exhaust pipe 5 at a portion near the rear end of the upstream side exhaust pipe 501. As shown in FIG. 2B, the end 28a on the other end side has a spiral shape whose diameter gradually decreases, and the central axis of the spiral shape is the exhaust direction of the exhaust gas in the exhaust pipe 5. The other end having the smallest diameter is formed with an opening 28b for discharging condensed water toward the upstream side in the exhaust direction of the exhaust gas.

次に、内燃機関の排水装置３１の作動を説明する。
エンジン１の運転中、特に低圧ＥＧＲ装置２５使用時にはインタークーラ１０の出口部に多量の凝縮水が発生する。発生した凝縮水は、排水管２８を通ってＮＯｘトラップ触媒１８の上流側近傍に位置する上流側排気管５０１に送られ、触媒コンバータ１９を介して車外に排出される。ここで、排水管２８の途中に設けられた開閉弁２９が閉じられているときには排水管２８内に貯留される。開閉弁２９は、排水管２８内に設けられた図示しない水位センサによって貯留された凝縮水の量が一定量に達したとき、あるいはエンジン１の運転時間や走行距離が一定値に達したときに制御手段３０によって開弁される。 Next, the operation of the drainage device 31 of the internal combustion engine will be described.
During operation of the engine 1, particularly when the low-pressure EGR device 25 is used, a large amount of condensed water is generated at the outlet of the intercooler 10. The generated condensed water passes through the drain pipe 28 and is sent to the upstream exhaust pipe 501 located in the vicinity of the upstream side of the NOx trap catalyst 18, and is discharged outside the vehicle through the catalytic converter 19. Here, when the on-off valve 29 provided in the middle of the drain pipe 28 is closed, it is stored in the drain pipe 28. The on-off valve 29 is used when the amount of condensed water stored by a water level sensor (not shown) provided in the drain pipe 28 reaches a certain amount, or when the operation time or travel distance of the engine 1 reaches a certain value. The valve is opened by the control means 30.

エンジン１の運転中に排気管５内を流動してきた排気は、上流側排気管５０１を介して触媒コンバータ１９に流入する。また、開閉弁２９が開弁されると、排水管２８内に貯留されている凝縮水が他端部の端部２８ａに流入する。他端部の端部２８ａ内に流入した凝縮水は、その螺旋形状部を流れる際に排気管５内を通る排気の熱によって気化が促進され、そして開口部２８ｂから排気方向上流側に向けて排出される。排出された凝縮水は図３に示すように他端部の端部２８ａの上流側部分に当たり、各螺旋形状部に水滴３２ａとして付着し、排気によって下流側に送られるに伴い気化が促進されて水滴３２ｂ、水滴３２ｃ、水滴３２ｄと徐々に蒸発し、ＮＯｘトラップ触媒１８を支持する担持体前面に飛散した後、触媒コンバータ１９を通過して車外に排出される。   The exhaust flowing in the exhaust pipe 5 during the operation of the engine 1 flows into the catalytic converter 19 via the upstream exhaust pipe 501. When the on-off valve 29 is opened, the condensed water stored in the drain pipe 28 flows into the end portion 28a at the other end. The condensed water that has flowed into the end portion 28a of the other end is accelerated by the heat of the exhaust gas passing through the exhaust pipe 5 when flowing through the spiral-shaped portion, and from the opening portion 28b toward the upstream side in the exhaust direction. Discharged. As shown in FIG. 3, the discharged condensed water hits the upstream side portion of the end portion 28a at the other end, adheres to each spiral shape portion as a water droplet 32a, and vaporization is promoted as it is sent downstream by exhaust. The water droplets 32b, water droplets 32c, and water droplets 32d are gradually evaporated and scattered on the front surface of the carrier that supports the NOx trap catalyst 18, and then pass through the catalytic converter 19 and discharged outside the vehicle.

上述の構成によれば、排水管２８の他端側の端部２８ａがＮＯｘトラップ触媒１８よりも上流側の排気管５内に延出形成され、延出形成された他端側の端部２８ａが螺旋形状をなすと共にその端部に凝縮水を排出する開口部２８ｂが形成され、螺旋形状の中心軸が排気方向に沿って配置されているので、他端側の端部２８ａ内に流入した凝縮水が高温の排気によって気化が促進される。また、開口部２８ｂから排気方向上流側に排出された凝縮水は、螺旋形状部に当たり排気に晒されることでさらに気化が促進される。これにより、凝縮水は気化または飛散して微粒子化した状態で触媒コンバータ１９に導入されるので、触媒コンバータ１９の目詰まりあるいはＮＯｘトラップ触媒１８の担体割れといった不具合の発生を低減することができる。   According to the above-described configuration, the end portion 28a on the other end side of the drain pipe 28 is formed to extend into the exhaust pipe 5 on the upstream side of the NOx trap catalyst 18, and the end portion 28a on the other end side formed to extend. Has an opening 28b for discharging condensed water at its end, and the central axis of the spiral is arranged along the exhaust direction, so that it flows into the end 28a on the other end side. Vaporization of condensed water is promoted by high-temperature exhaust. Further, the condensed water discharged to the upstream side in the exhaust direction from the opening portion 28b hits the spiral-shaped portion and is exposed to the exhaust gas, whereby vaporization is further promoted. As a result, the condensed water is introduced into the catalytic converter 19 in a state of being vaporized or scattered to form fine particles, so that occurrence of problems such as clogging of the catalytic converter 19 or cracking of the carrier of the NOx trap catalyst 18 can be reduced.

上述の構成では、他端側の端部２８ａを徐々に径が異なる螺旋形状に形成した。他端側の端部２８ａの形状としては径が等しい渦巻状であってもよいが、径が徐々に異なる螺旋形状とすることにより排気管５内の排気が他端側の端部２８ａに均等に当たるため、より一層気化が促進される。   In the above-described configuration, the end portion 28a on the other end side is formed in a spiral shape with gradually different diameters. The shape of the end portion 28a on the other end side may be a spiral shape having the same diameter, but the exhaust gas in the exhaust pipe 5 is evenly distributed to the end portion 28a on the other end side by forming a spiral shape with gradually different diameters. Therefore, vaporization is further promoted.

１ 内燃機関（エンジン）
４ 吸気通路（吸気管）
５ 排気通路（排気管）
９ 過給機（ターボチャージャ）
１８ 触媒装置（ＮＯｘトラップ触媒）
２８ 排水路（排水管）
２８ａ 他端側の端部
２８ｂ 開口部
３１ 排水装置 1 Internal combustion engine
4 Intake passage (intake pipe)
5 Exhaust passage (exhaust pipe)
9 Turbocharger (turbocharger)
18 Catalytic device (NOx trap catalyst)
28 Drainage channel (drainage pipe)
28a End 28b on the other end side Opening 31 Drainage device

Claims (1)

内燃機関の吸気通路に一端が、排気通路に他端がそれぞれ接続されて前記吸気通路内の凝縮水を前記排気通路に排出する排水路を備え、
前記排水路の他端は前記排気通路内に排気方向の下流に向かって螺旋形状に延出形成されると共に、前記螺旋形状の先端に開口部が形成され、
前記螺旋形状は前記先端に向かうに連れて径が小さくなるように形成され、前記開口部は排気方向上流側に向けて開口することを特徴とする内燃機関の排水装置。 One end is connected to the intake passage of the internal combustion engine, the other end is connected to the exhaust passage, and a drainage passage for discharging condensed water in the intake passage to the exhaust passage is provided.
The other end of the drainage channel is formed in a spiral shape in the exhaust passage toward the downstream in the exhaust direction, and an opening is formed at the tip of the spiral shape ,
The drainage device for an internal combustion engine, wherein the spiral shape is formed so that the diameter decreases toward the tip, and the opening opens toward the upstream side in the exhaust direction .
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