JPH0270914A - Exhaust pipe for internal combustion engine - Google Patents
Exhaust pipe for internal combustion engineInfo
- Publication number
- JPH0270914A JPH0270914A JP19073089A JP19073089A JPH0270914A JP H0270914 A JPH0270914 A JP H0270914A JP 19073089 A JP19073089 A JP 19073089A JP 19073089 A JP19073089 A JP 19073089A JP H0270914 A JPH0270914 A JP H0270914A
- Authority
- JP
- Japan
- Prior art keywords
- inner tube
- exhaust
- outer tube
- tubular member
- gap
- 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.)
- Pending
Links
- 238000002485 combustion reaction Methods 0.000 title claims description 9
- 230000003197 catalytic effect Effects 0.000 claims abstract description 17
- 239000003054 catalyst Substances 0.000 abstract description 10
- 230000002542 deteriorative effect Effects 0.000 abstract description 2
- 239000007789 gas Substances 0.000 description 27
- 238000010586 diagram Methods 0.000 description 4
- 230000000694 effects Effects 0.000 description 3
- 238000006555 catalytic reaction Methods 0.000 description 2
- 230000010349 pulsation Effects 0.000 description 2
- 239000006096 absorbing agent Substances 0.000 description 1
- 230000005540 biological transmission Effects 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 230000003247 decreasing effect Effects 0.000 description 1
- 239000000446 fuel Substances 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 239000012212 insulator Substances 0.000 description 1
- 238000004519 manufacturing process Methods 0.000 description 1
- 239000000203 mixture Substances 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 125000006850 spacer group Chemical group 0.000 description 1
- 238000003466 welding Methods 0.000 description 1
Classifications
-
- 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
-
- 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
- F01N13/14—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 having thermal insulation
-
- 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
- F01N13/14—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 having thermal insulation
- F01N13/141—Double-walled exhaust pipes or housings
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
- F16L—PIPES; JOINTS OR FITTINGS FOR PIPES; SUPPORTS FOR PIPES, CABLES OR PROTECTIVE TUBING; MEANS FOR THERMAL INSULATION IN GENERAL
- F16L9/00—Rigid pipes
- F16L9/18—Double-walled pipes; Multi-channel pipes or pipe assemblies
Landscapes
- Engineering & Computer Science (AREA)
- General Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Exhaust Silencers (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
Description
【発明の詳細な説明】
本発明は内燃機関用排気パイプに関し、より具体的には
、そ扛に限定されるものではないが、エンジンから触媒
コンバータへ高温排気ガスを運ぶための排気パイプにす
る。DETAILED DESCRIPTION OF THE INVENTION The present invention relates to an exhaust pipe for an internal combustion engine, and more specifically, but not exclusively, to an exhaust pipe for conveying hot exhaust gases from the engine to a catalytic converter. .
排気排出基準が次第に厳しくなってきており、それに対
処するために、触媒コンバータを使用する傾向が増加し
て生きている。ところが、現在のＭ媒コンバータでは、
エンジンが冷えた状態から始動した場合、有効に機能し
始めるまでにある時間がかかることが分かつている。こ
の理由は、そこで使用される触媒が、いわゆる「着火（
ライト・オフ）」温度まで加熱されなけ扛ば正常に機能
しない光めである。そのために、始動期間中にエンジン
の排気ガスが最悪の状態となるという問題がある。従来
、この遅れに対する唯一の実際的外解決策は、触媒コン
バータをエンジンに近付けることにあったが、エンジン
とコンバータとの間の排気パイプの長さを減少させると
、エンジン性能が低下するとともに、コンバータの位置
決めに不都合が生じる。Exhaust emission standards are becoming increasingly strict and to cope with them, there is an increasing trend in using catalytic converters. However, in the current M medium converter,
It has been found that when an engine is started from a cold state, it takes a certain amount of time before it begins to function effectively. The reason for this is that the catalyst used there is
It is a light that will not function properly if it is not heated to a certain temperature (light off). Therefore, there is a problem that the engine exhaust gas is at its worst during the startup period. Traditionally, the only practical solution to this delay has been to move the catalytic converter closer to the engine, but reducing the length of the exhaust pipe between the engine and the converter reduces engine performance and This causes inconvenience in positioning the converter.
本発明の目的は、エンジン性能を低下させること々ぐ、
単純かつ経済的な方法で、触媒の着火までの時間を最小
にするか、あるいは、大幅に減少させることにある。The purpose of the present invention is to prevent the engine from deteriorating its performance.
The aim is to minimize or significantly reduce the time to ignition of the catalyst in a simple and economical manner.
本発明によると、触媒コンバータに接続する管状部材と
エンジンとを接続するマニフオールドを含むパイプを含
んだ内燃機関用排気パイプにおいて、管状部材が内側チ
ューブと外側チューブとを備え、内側チューブが外側チ
ューブの内側に配置されて外側チューブと内側チューブ
の少々くとも一部分との間に間隙を形成して、排気ガス
が内側チューブと外側チューブとの間の間隙及び内側チ
ューブ内を流れるようにしたことを特徴とする内燃機関
用排気パイプが提供される。According to the present invention, in an exhaust pipe for an internal combustion engine including a pipe including a manifold that connects a tubular member connected to a catalytic converter and an engine, the tubular member includes an inner tube and an outer tube, and the inner tube is provided with an outer tube. and a gap is formed between the outer tube and at least a portion of the inner tube so that the exhaust gas flows through the gap between the inner tube and the outer tube and inside the inner tube. An exhaust pipe for an internal combustion engine is provided.
この構成によると、管状部材の外面と排気ガスの一部と
の間に大きい断熱状態を得ることができるので、排気ガ
スの熱損失を低減できるという効果がある。According to this configuration, it is possible to obtain a large heat insulation state between the outer surface of the tubular member and a portion of the exhaust gas, so that there is an effect that heat loss of the exhaust gas can be reduced.
内側チューブは、内側チューブ内を流れる排気ガスと、
内側チューブと外側チューブの間の間隙を流れる排気ガ
スとが相互に混ざシ合うことを防止するように作用させ
ることが好ましい。The inner tube has exhaust gas flowing inside the inner tube,
Preferably, the exhaust gases flowing through the gap between the inner tube and the outer tube are prevented from mixing with each other.
本発明の一実施例によると、内側チューブは外側チュー
ブに対して少なくともその端部において溶接されている
。内側チューブは外側チューブに対して概ねその長手方
向に溶接してもよい。According to one embodiment of the invention, the inner tube is welded to the outer tube at least at its ends. The inner tube may be welded to the outer tube generally in its longitudinal direction.
本発明の別の実施例では、排気パイプが、内側チューブ
と外側チューブとの間の間隔を維持するために、スペー
サ要素を両者間の間隙に配置した状態で含んでいる。In another embodiment of the invention, the exhaust pipe includes a spacer element disposed in the gap between the inner tube and the outer tube to maintain the spacing between the two.
次に本発明を、図示の実施例に基づいてより詳細に説明
する。Next, the present invention will be explained in more detail based on illustrated embodiments.
第１図〜Ｍ５図に示す管状部材１１は、全体を符号１で
示す車両の排気システムの一部を構成している。排気シ
ステムは、排気マニフオールド（詳細には図示せず）と
管状部材１１とを含むダウンパイプ２と、触媒コンバー
タ３と、排気パイプ４と、消音器５とを備えている。The tubular member 11 shown in FIGS. 1 to M5 constitutes a part of the exhaust system of a vehicle, which is generally designated by the reference numeral 1. The exhaust system comprises a downpipe 2 including an exhaust manifold (not shown in detail) and a tubular member 11, a catalytic converter 3, an exhaust pipe 4 and a muffler 5.
排気マニフオールドはダウンパイプ２をエンジン６に接
続しており、当該技術分野で周知の如く、エンジンの排
気ボートと同数の管状要素を含んでいる。例えば４気筒
エンジンでは、第１及び第４シリンダーの排気ボートか
らの排気ガスと、第２及び第３シリンダーの排気ボート
からの排気ガスが、最良脈動間隔を得る次めに組み合わ
せられ、それにより、排気ガスが比較的低い圧力で排気
マニフオールドを流れるようになる。このことは燃焼動
作の排気段階で役立ち、エンジン性能が改善されるとと
もに、騒音が低減される。６気筒や８気筒又はその他の
形式のエンジンでは、排気ガスが別の順序で組み合わせ
られるか、複式のマニフオールド及びダウンパイプが設
けられる。The exhaust manifold connects the downpipe 2 to the engine 6 and includes as many tubular elements as the engine's exhaust boats, as is well known in the art. For example, in a four-cylinder engine, the exhaust gases from the exhaust boats of the first and fourth cylinders and the exhaust gases from the exhaust boats of the second and third cylinders are combined in turn to obtain the best pulsation interval, so that: Exhaust gases are allowed to flow through the exhaust manifold at relatively low pressure. This helps in the exhaust phase of the combustion operation, improving engine performance and reducing noise. In six-cylinder, eight-cylinder, or other types of engines, the exhaust gases may be combined in a different order or have multiple manifolds and downpipes.
管状部材１１は、排気マニフオールドと接続するための
フランジ１２が一端部に設けてあり、他端部が触媒コン
バータ３と接続するようになっている。管状部材１１は
外側チューブ１４と内側チューブ１３とを備えており、
内側チューブ１３は外側チューブ１４の内部に隙間を隔
てて配置されており、排気ガスが流れる間隙がその隙間
により形成されている。The tubular member 11 is provided with a flange 12 at one end for connection to an exhaust manifold, and is connected to the catalytic converter 3 at the other end. The tubular member 11 includes an outer tube 14 and an inner tube 13,
The inner tube 13 is arranged inside the outer tube 14 with a gap therebetween, and the gap forms a gap through which exhaust gas flows.
フランジ１２は管状部材１１ｔ−排気マニフオールドに
接続するようになっており、その場合、第２及び第３シ
リンダーからのガスである１組の排気ガスが内側チュー
ブ１３ｔ−通過し、例えば第１及び第４シリンダーから
のガスである他方の組の排気ガスが外側チューブ１４′
ｔ−通過するようになっている。The flange 12 is adapted to connect the tubular member 11t to an exhaust manifold such that a set of exhaust gases, gases from the second and third cylinders, pass through the inner tube 13t, e.g. The other set of exhaust gases, the gases from the fourth cylinder, enters the outer tube 14'.
t-passing.
内側及び外側のチューブ１３．１４は、各管状部材端部
近傍において、すみ肉１５．１６で示されているように
、溶接により互いに接合されている。内側チューブ１３
は、第２図〜ＷＪ５図ではＤ形チューブとして示されて
いるが、必ずしもその様にする必要上ない。実際には、
内側チューブ１３は適当な形状であればどの様なもので
もよく、例えば、外側チューブと断面形状が同じで、単
に断面寸法が小さいだけのものであってもよい。この−
例が第６図に示されており、そｎによると、内側チュー
ブ２３は断面形状が円形であり、円形の外側チューブ２
４の内側に配置されている。特に内側チューブからの熱
損失を最小にするために、内側及び外側のチューブは星
形要素２６により分離されている。The inner and outer tubes 13.14 are joined together by welding near the ends of each tubular member, as indicated by fillets 15.16. inner tube 13
Although shown as a D-shaped tube in FIGS. 2 to 5, it is not necessary to do so. in fact,
The inner tube 13 may have any suitable shape, for example, it may have the same cross-sectional shape as the outer tube, but only a smaller cross-sectional dimension. This-
An example is shown in FIG. 6, according to which the inner tube 23 has a circular cross-sectional shape and the circular outer tube 2
It is located inside 4. The inner and outer tubes are separated by a star-shaped element 26, especially to minimize heat loss from the inner tube.
この構造に代えて、詳細には図示されていないが、内側
チューブを外側チューブに対して、概ねその全長にわた
って接触状態で固定することもできる。この構造による
と、熱損失が増加するが、管状部材の振動音などの騒音
を減少させることができる。Alternatively, although not shown in detail, the inner tube may be fixed in contact with the outer tube over substantially its entire length. According to this structure, heat loss increases, but noise such as vibration noise of the tubular member can be reduced.
望ましい場合、管状部材１１の外側に断熱処理を施すこ
ともできる。この構造に代えて、外側チューブ１４を２
層パイプ構造にしてもよい。すなわち、外側チューブは
、望ましい場合には、フランジ１２で溶接さｎる内側層
と外側層とで構成できる。内側層は外側層に対して約１
ｍだけ離し、断熱機能以外に騒音吸収機能をも果たす空
気間隙を形成する。If desired, the outside of the tubular member 11 may be thermally insulated. Instead of this structure, the outer tube 14 can be
A layered pipe structure may also be used. That is, the outer tube can be comprised of an inner layer and an outer layer that are welded together at the flange 12, if desired. The inner layer is approximately 1
m, to form an air gap that not only functions as a heat insulator but also functions as a noise absorber.
内燃機関と組み合わせて排気システムに管状部材１１を
使用すると、エンジンから流出し之排気ガスはマニフオ
ールドを通過し、約６００℃の温度で管状部材１１に流
入する。先に説明した如く、排気ガスは性能向上の之め
に２つの流れに組み合わせることが好ましいが、排気ガ
スが単一の流ｎに組み合わせらｎた場合でも、本発明は
同様に機能する。排気ガスは内側チューブ１３及び外側
チューブ１４の両方を通過して触媒コンバータ３へ流れ
る。触媒コンバータに到達した時点では、外側チューブ
１４内のガスは約２００℃まで温度が低下している。と
ころが、内側チューブ１３はガスの２つの流れが混ざり
合うことを防止し、内側チコープ１３内のガスは約６０
０℃の温度を保っている。When the tubular member 11 is used in an exhaust system in conjunction with an internal combustion engine, the exhaust gases leaving the engine pass through the manifold and enter the tubular member 11 at a temperature of approximately 600°C. As previously discussed, although it is preferred that the exhaust gases be combined into two streams for improved performance, the invention will function equally well if the exhaust gases are combined into a single stream. Exhaust gas flows through both inner tube 13 and outer tube 14 to catalytic converter 3 . By the time the gas reaches the catalytic converter, the temperature of the gas in the outer tube 14 has decreased to approximately 200°C. However, the inner tube 13 prevents the two streams of gas from mixing, and the gas within the inner tube 13 is approximately 60
It maintains a temperature of 0°C.
内側チューブのガスが触媒コンバータ３へ約６００℃の
温度で到達し、触媒コンバータを同様に配置した従来技
術による排気システムの場合のように約２００℃にはな
らないので、触媒はより急速に加熱され、エリ速やかに
着火状態となる。着火後、触媒反応は放熱反応となり、
放出の必要なかなりの熱を発生するが、自己維持状態と
なる。Since the gases of the inner tube reach the catalytic converter 3 at a temperature of about 600° C. and not about 200° C., as in prior art exhaust systems with a similar arrangement of the catalytic converter, the catalyst heats up more rapidly. , it quickly becomes ignited. After ignition, the catalytic reaction becomes an exothermic reaction,
It generates considerable heat that must be dissipated, but is self-sustaining.
触媒の着火が速やかに行われるので、数多くの効果を達
成できる。例えば、低温状態のエンジン始動による初期
排気放出曾が減少するので、触媒の所要ｆ！′を減少さ
せることができる。これ以外にも、３元触媒や、比較的
濃厚な空気・燃料混合気を使用する代わりに、酸化触媒
全希薄燃焼エンジンと組み合わせて使用することができ
る。更に、安価な触媒を採用することが可能となる。Since the ignition of the catalyst takes place quickly, a number of effects can be achieved. For example, the initial exhaust emissions due to cold engine startup are reduced, so the catalyst requirement f! ′ can be reduced. Alternatively, instead of using a three-way catalyst or a relatively rich air/fuel mixture, it can be used in combination with an oxidation catalyst full lean burn engine. Furthermore, it becomes possible to employ an inexpensive catalyst.
これらの全ての効果によシ、エンジン性能を犠牲にする
ことなく、自動車の製造価格を低減できる。事実、従来
技術によると、速やかに触媒を着火させる念めの唯一の
方法は、触媒コンバータをエンジンの近傍に配置するこ
とであつ念。こむによると、排気ガス脈動に対応させて
パイプ長さを調節することが不可能であるので、エンジ
ン性能が低下する結果となり、又、触媒反応が放熱性で
あるために、ボンネット内部の温度が増加する結果とな
った。本発明によると、２重管構造に：り排気ガスの一
部の温度を維持し、速やかに触媒を着火させるので、パ
イプ長さを調節できるだけではなく、触媒コンバータを
エンジン室の外側に位置させることもでき、例えば、第
１図に示すように、変速機トンネルに配置することもで
きる。All of these effects allow the manufacturing cost of automobiles to be reduced without sacrificing engine performance. In fact, according to the prior art, the only way to ensure rapid catalytic ignition is to place the catalytic converter close to the engine. According to Komu, it is impossible to adjust the pipe length in response to exhaust gas pulsations, which results in reduced engine performance, and because the catalytic reaction is exothermic, the temperature inside the bonnet increases. This resulted in an increase. According to the present invention, the double-pipe structure maintains the temperature of a part of the exhaust gas and quickly ignites the catalyst, so not only can the pipe length be adjusted, but the catalytic converter can be located outside the engine compartment. It can also be located, for example, in a transmission tunnel, as shown in FIG.
第１図は、内燃機関と触媒排気システムとを組み込んだ
自動車の略図、第２図は本発明による排気パイプに組み
込ま汎る管状部材の一実施例の略図、第３図は第２図の
Ａ矢視図、第４図は第１図の１１７−Ｍ断面図、第５図
は第１図のＶ−Ｖ断面図、第６図は本発明による排気パ
イプに組み込ま汎る管状部材の別の実施例の第３図に類
似した略図である。
２・・・・パイプ、３・・・・触媒コンバータ、６・・
・・エンジン、１１・・・・管状部材、１３・・・・内
側チューブ、１４・・・・外側チューブ、２３・・・・
内側チューブ、２４・・・・外側チュー７゜
特許出願人 オースチン・ローグアー・グループ・
リミテッドFIG. 1 is a schematic diagram of an automobile incorporating an internal combustion engine and a catalytic exhaust system, FIG. 2 is a schematic diagram of an embodiment of a tubular member incorporated into an exhaust pipe according to the present invention, and FIG. 3 is a diagram of A of FIG. 4 is a sectional view taken along line 117-M in FIG. 1, FIG. 5 is a sectional view taken along line V-V in FIG. 1, and FIG. 3 is a schematic diagram similar to FIG. 3 of the embodiment; FIG. 2...Pipe, 3...Catalytic converter, 6...
... Engine, 11 ... Tubular member, 13 ... Inner tube, 14 ... Outer tube, 23 ...
Inner tube, 24...outer tube 7゜Patent Applicant: Austin Roeger Group.
limited
Claims (1)
ンジン（６）とを接続するマニフオールドを含むパイプ
（２）を含んだ内燃機関用排気パイプにおいて、管状部
材（１１）が内側チューブ（１３、２３）と外側チュー
ブ（１４、２４）とを備え、内側チューブが外側チュー
ブの内側に配置されて外側チューブと内側チューブの少
なくとも一部分との間に間隙を形成して、排気ガスが内
側チューブと外側チューブとの間の間隙及び内側チュー
ブ内を流れるようにしたことを特徴とする内燃機関用排
気パイプ。In an exhaust pipe for an internal combustion engine that includes a pipe (2) including a manifold that connects a tubular member (11) that connects to a catalytic converter (3) and an engine (6), the tubular member (11) connects to an inner tube (13). , 23) and an outer tube (14, 24), the inner tube being disposed inside the outer tube to form a gap between the outer tube and at least a portion of the inner tube, such that the exhaust gas can communicate with the inner tube. An exhaust pipe for an internal combustion engine, characterized in that the exhaust pipe is configured to flow through a gap between the pipe and the inner tube.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| GB888817962A GB8817962D0 (en) | 1988-07-28 | 1988-07-28 | Exhaust manifold |
| GB8817962.7 | 1988-07-28 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH0270914A true JPH0270914A (en) | 1990-03-09 |
Family
ID=10641248
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP19073089A Pending JPH0270914A (en) | 1988-07-28 | 1989-07-25 | Exhaust pipe for internal combustion engine |
Country Status (2)
| Country | Link |
|---|---|
| JP (1) | JPH0270914A (en) |
| GB (2) | GB8817962D0 (en) |
Families Citing this family (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR2655376B1 (en) * | 1989-12-06 | 1992-04-03 | Peugeot | DEVICE FOR THE EXHAUST AND ANTI-POLLUTION TREATMENT OF EXHAUST GAS FROM AN ENGINE AND CORRESPONDING METHOD. |
| DE19507977A1 (en) * | 1995-03-07 | 1996-09-12 | Schatz Thermo Gastech Gmbh | Method and arrangement for reducing the exhaust gas emissions of internal combustion engines with exhaust gas catalysts |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE3534757A1 (en) * | 1985-09-28 | 1987-04-09 | Didier Werke Ag | HOT GAS GUIDE COMPONENT, ESPECIALLY EXHAUST GAS GUIDE COMPONENT FOR COMBUSTION ENGINES, AND METHOD FOR THE PRODUCTION THEREOF |
-
1988
- 1988-07-28 GB GB888817962A patent/GB8817962D0/en active Pending
-
1989
- 1989-06-22 GB GB8914394A patent/GB2221252A/en not_active Withdrawn
- 1989-07-25 JP JP19073089A patent/JPH0270914A/en active Pending
Also Published As
| Publication number | Publication date |
|---|---|
| GB2221252A (en) | 1990-01-31 |
| GB8914394D0 (en) | 1989-08-09 |
| GB8817962D0 (en) | 1988-09-01 |
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