JPH08121153A - Exhaust emission control device for internal combustion engine - Google Patents
Exhaust emission control device for internal combustion engineInfo
- Publication number
- JPH08121153A JPH08121153A JP6260451A JP26045194A JPH08121153A JP H08121153 A JPH08121153 A JP H08121153A JP 6260451 A JP6260451 A JP 6260451A JP 26045194 A JP26045194 A JP 26045194A JP H08121153 A JPH08121153 A JP H08121153A
- Authority
- JP
- Japan
- Prior art keywords
- catalyst
- exhaust
- internal combustion
- combustion engine
- valve
- 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
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
- F02B75/00—Other engines
- F02B75/16—Engines characterised by number of cylinders, e.g. single-cylinder engines
- F02B75/18—Multi-cylinder engines
- F02B75/22—Multi-cylinder engines with cylinders in V, fan, or star arrangement
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Gas After Treatment (AREA)
- Exhaust Gas Treatment By Means Of Catalyst (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、内燃機関の排気浄化装
置に関し、特に、Ｖ型内燃機関等の多気筒列内燃機関に
おける排気浄化装置の経路構造に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to an exhaust gas purification device for an internal combustion engine, and more particularly to a path structure of the exhaust gas purification device for a multi-cylinder internal combustion engine such as a V-type internal combustion engine.
【０００２】[0002]
【従来の技術】従来の内燃機関（以下、エンジン）の排
気浄化装置としては、例えば、図６に示すようなものが
ある（実開平１−６６４２０号公報参照）。このもの
は、排気通路１を分岐して構成した２つの分岐通路２，
３を備え、両分岐通路２，３夫々にメイン触媒４，５を
介装すると共に、一方の分岐通路３の前記メイン触媒５
上流に低温用のプリ触媒６を介装し、分岐通路３のプリ
触媒６とメイン触媒５との間と、分岐通路２のメイン触
媒４上流とを連通する連通路７を設けるようにしてい
る。2. Description of the Related Art As a conventional exhaust gas purifying apparatus for an internal combustion engine (hereinafter referred to as engine), there is one as shown in FIG. 6 (see Japanese Utility Model Laid-Open No. 1-66420). This is composed of two branch passages 2, which are formed by branching the exhaust passage 1.
3, the main catalysts 4 and 5 are provided in both branch passages 2 and 3, and the main catalyst 5 in one branch passage 3 is provided.
A low temperature pre-catalyst 6 is provided upstream, and a communication passage 7 is provided to connect the pre-catalyst 6 and the main catalyst 5 in the branch passage 3 and the main catalyst 4 upstream in the branch passage 2. .
【０００３】又、分岐通路２，３の分岐部には、分岐通
路２，３のいずれか一方に排気が流れるように通路を切
り換える単一の切換弁８を介装し、連通路７には、該連
通路７の開通と閉塞とを選択的に行う開閉弁９が介装し
てある。そして、排気温度を検出する排温センサを設
け、該排温センサから出力される排気温度信号に基づい
て、所定の排気温度条件までは、即ち、低温時は、切換
弁８を分岐通路３側に切り換えると共に、開閉弁９を閉
じ、排気をプリ触媒６と一方のメイン触媒５に流通させ
る。又、所定の排気温度条件以降は、即ち、高温時は、
切換弁８を分岐通路２側に切り換えると共に、開閉弁９
を開き、排気を両方のメイン触媒４，５に流通させる。Further, a single switching valve 8 for switching the passage so that the exhaust gas flows to either one of the branch passages 2 and 3 is provided at the branch portion of the branch passages 2 and 3, and the communication passage 7 is provided with the single switching valve 8. An on-off valve 9 that selectively opens and closes the communication passage 7 is interposed. An exhaust temperature sensor for detecting the exhaust temperature is provided, and the switching valve 8 is moved to the branch passage 3 side based on the exhaust temperature signal output from the exhaust temperature sensor up to a predetermined exhaust temperature condition, that is, when the temperature is low. And the exhaust valve 9 is closed and the exhaust gas is circulated to the pre-catalyst 6 and one of the main catalysts 5. Further, after the predetermined exhaust temperature condition, that is, when the temperature is high,
The switching valve 8 is switched to the side of the branch passage 2 and the on-off valve 9
Open and allow the exhaust to flow through both main catalysts 4, 5.
【０００４】[0004]
【発明が解決しようとする課題】かかる従来の排気浄化
装置にあっては、切換弁８が介装された単一の分岐点か
ら排気通路１を分岐通路２，３に分岐させているため、
Ｖ型エンジン等の多気筒列エンジンにあっては、各バン
クの気筒列の排気マニホールド同士を一度合流し、分岐
通路を形成するべく、再度分岐させる必要があり、排気
経路の複雑化、大型化を来す。In such a conventional exhaust emission control device, the exhaust passage 1 is branched into the branch passages 2 and 3 from a single branch point where the switching valve 8 is interposed.
In a multi-cylinder engine such as a V-type engine, it is necessary to once join the exhaust manifolds of the cylinder arrays of each bank and branch again to form a branch passage, which complicates and enlarges the exhaust path. Come on.
【０００５】又、このものでは、排気経路の切換時に、
切換前までは排気流通のない通路（例えば、分岐通路２
及び連通路７）に排気を流通させるため、この通路にて
熱を奪われ、排気温度の低下を来し、例えばメイン触媒
５の活性化に影響が生じる。そこで、本発明は以上のよ
うな従来の問題点に鑑み、Ｖ型内燃機関等の多気筒列内
燃機関における排気浄化装置の排気経路構造の改良を図
って、装置の簡略化、小型化を図ると共に、触媒の活性
化を早めると共に、触媒劣化を防止すること等を目的と
する。Further, in this type, when switching the exhaust path,
Before the switching, there is no exhaust flow (for example, branch passage 2
Since the exhaust gas is circulated in the communication passage 7) and the communication passage 7), heat is taken away in this passage, which lowers the exhaust gas temperature, which affects the activation of the main catalyst 5, for example. In view of the conventional problems as described above, the present invention aims to improve the exhaust passage structure of an exhaust gas purification device in a multi-cylinder internal combustion engine such as a V-type internal combustion engine, thereby simplifying and downsizing the device. At the same time, the purpose is to accelerate the activation of the catalyst and prevent the catalyst from deteriorating.
【０００６】[0006]
【課題を解決するための手段】このため、請求項１記載
の発明は、多気筒列内燃機関において、各気筒列の排気
通路に開閉弁を介装し、各気筒列の排気通路の開閉弁の
上流部同士を連通路を介して連通させ、一方の気筒列の
排気通路の開閉弁の下流部に第１の触媒を介装し、前記
一方の気筒列の排気通路の第１の触媒の下流部と他方の
気筒列の排気通路の開閉弁の下流部とを合流し、前記合
流部の下流部に第２の触媒を介装した。Therefore, according to the invention of claim 1, in a multi-cylinder internal combustion engine, an opening / closing valve is provided in the exhaust passage of each cylinder row, and the opening / closing valve of the exhaust passage of each cylinder row is provided. Of the first exhaust gas of the exhaust passage of one of the cylinder rows, and the first catalyst of the exhaust gas passage of the one of the cylinder rows of the first catalyst The downstream portion and the downstream portion of the on-off valve in the exhaust passage of the other cylinder row are joined together, and the second catalyst is provided downstream of the joining portion.
【０００７】請求項２記載の発明は、前記多気筒列内燃
機関を、気筒列方向が車両の横方向に沿って位置するよ
うに横置きし、前記第１の触媒を車両の前部に対応する
前側に位置する気筒列側の排気通路の開閉弁下流部に介
装するようにした。According to a second aspect of the present invention, the multi-cylinder internal combustion engine is horizontally installed so that the cylinder array direction is along the lateral direction of the vehicle, and the first catalyst corresponds to the front part of the vehicle. The exhaust passage on the cylinder row side located on the front side of the open / close valve is installed downstream of the open / close valve.
【０００８】請求項３記載の発明は、請求項２記載の発
明において、第１の触媒下流と車両の後部に対応する後
側に位置する気筒列側の排気通路の開閉弁下流部とを、
第１の触媒下流側から車両後方に延び、前記排気通路の
開閉弁下流部が接続される排気管により合流し、前記排
気管の前記合流部下流側で該合流部近傍位置に第２の触
媒を介装するようにした。According to a third aspect of the present invention, in the invention according to the second aspect, the first catalyst downstream side and a downstream portion of the on-off valve of the exhaust passage on the cylinder row side located on the rear side corresponding to the rear portion of the vehicle,
The second catalyst extends from the downstream side of the first catalyst toward the rear of the vehicle and is joined by an exhaust pipe connected to the downstream portion of the on-off valve of the exhaust passage, and the second catalyst is provided at a position near the joining portion on the downstream side of the joining portion of the exhaust pipe. I tried to intervene.
【０００９】請求項４記載の発明は、前記多気筒列内燃
機関を、気筒列方向が車両の横方向に沿って位置するよ
うに横置し、前記第１の触媒を車両の後部に対応する後
側に位置する気筒列側の排気通路の開閉弁下流部に介装
するようにした。According to a fourth aspect of the present invention, the multi-cylinder internal combustion engine is horizontally arranged so that the cylinder row direction is located along the lateral direction of the vehicle, and the first catalyst corresponds to the rear portion of the vehicle. The exhaust passage on the cylinder row side located on the rear side is provided downstream of the on-off valve.
【００１０】請求項５記載の発明は、請求項４記載の発
明において、第１の触媒下流と車両の前部に対応する前
側に位置する気筒列側の排気通路の開閉弁下流部とを、
開閉弁下流側から車両後方に延び、前記第１の触媒下流
部が接続される排気管により合流し、前記排気管の前記
合流部下流側で該合流部近傍位置に第２の触媒を介装す
るようにした。According to a fifth aspect of the present invention, in the invention according to the fourth aspect, the first catalyst downstream side and the on-off valve downstream portion of the exhaust passage on the cylinder row side located on the front side corresponding to the front portion of the vehicle are
An exhaust pipe extending from the downstream side of the on-off valve toward the rear of the vehicle and joined by an exhaust pipe to which the first catalyst downstream part is connected, and a second catalyst is provided at a position near the joining part on the downstream side of the joining part of the exhaust pipe. I decided to do it.
【００１１】[0011]
【作用】請求項１記載の発明において、各気筒列の排気
通路に開閉弁を介装し、各気筒列の排気通路の開閉弁の
上流部同士を連通することにより、各気筒列の排気通路
夫々から排出される排気は開閉弁上流側で合流され、合
流後は独立した２つの経路を介して流れる。According to the first aspect of the invention, an on-off valve is provided in the exhaust passage of each cylinder row, and the upstream portions of the on-off valves of the exhaust passages of each cylinder rows communicate with each other, whereby the exhaust passages of each cylinder row are communicated. The exhaust gas discharged from each of them is merged on the upstream side of the on-off valve, and after merged, flows through two independent paths.
【００１２】従って、各気筒列の排気通路同士を一度合
流した後に再度分岐させる必要がなく、排気経路の簡略
化、小型化が図れる。又、第１の触媒と第２の触媒とを
排気が流れる排気経路から、第２の触媒のみを流れる排
気経路に切り換えても、連通路を排気が流れているた
め、排気経路にて熱を奪われることがなく、排気温度の
低下が少なく、第２の触媒の早期活性化を図れる。Therefore, it is not necessary to join the exhaust passages of each cylinder row once and then branch the exhaust passages again, and the exhaust path can be simplified and downsized. Further, even if the exhaust path through which the exhaust gas flows through the first catalyst and the second catalyst is switched to the exhaust path through which only the second catalyst flows, since the exhaust gas flows through the communication passage, heat is generated in the exhaust path. It is not taken away, the exhaust temperature does not decrease much, and the second catalyst can be activated early.
【００１３】更に、第２の触媒のみを流れる排気経路か
ら、第１の触媒と第２の触媒とを流れる排気経路に切り
換えても、同様に、連通路を排気が流れ続けているた
め、第１の触媒の早期活性化を図れる。又、開閉弁の下
流側に第１の触媒があるため、第１の触媒と第２の触媒
とを流れる排気経路から、第２の触媒のみを流れる排気
経路に切り換えた後における第１の触媒の劣化を抑制で
きる。Further, even if the exhaust path through which only the second catalyst flows is switched to the exhaust path through which the first catalyst and the second catalyst flow, the exhaust gas continues to flow through the communication passage. The catalyst of No. 1 can be activated early. Further, since the first catalyst is located on the downstream side of the on-off valve, the first catalyst after switching from the exhaust path that flows the first catalyst and the second catalyst to the exhaust path that flows only the second catalyst. Can be suppressed.
【００１４】請求項２記載の発明において、横置きの内
燃機関において、車両前方向に対応する前側に位置する
気筒列の排気通路に第１の触媒を介装するようにした結
果、走行風による温度低下の大きい前側気筒列から第１
の触媒までの経路を短くすることができると共に、走行
風による温度低下の少ない後側気筒列からの高温の排気
を第１の触媒に導くことができるから、第１の触媒の活
性化を早めることができる。According to the second aspect of the invention, in the horizontally placed internal combustion engine, the first catalyst is provided in the exhaust passage of the cylinder row located in the front side corresponding to the vehicle front direction. First from the front cylinder row where the temperature drop is large
Can shorten the path to the catalyst, and can guide the high-temperature exhaust gas from the rear cylinder row, which has a small temperature decrease due to the running wind, to the first catalyst, thereby accelerating the activation of the first catalyst. be able to.
【００１５】請求項３記載の発明において、第１の触媒
と第２の触媒とを流れる排気経路から、第２の触媒のみ
を流れる排気経路に切り換えた際、この排気経路は、第
１の触媒と第２の触媒とを流れる排気経路よりも短く、
第２の触媒の活性化を早めることができる。請求項４記
載の発明において、横置きの内燃機関において、車両後
方向に対応する後側に位置する気筒列の排気通路側に第
１の触媒を介装するようにした結果、走行風による温度
低下の小さい後側気筒列の排気通路に第１の触媒が配置
され、第１の触媒の活性化を早めることができる。In the invention according to claim 3, when the exhaust path through which the first catalyst and the second catalyst flow is switched to the exhaust path through which only the second catalyst flows, the exhaust path is the first catalyst. Shorter than the exhaust path flowing through the second catalyst and
The activation of the second catalyst can be accelerated. In a fourth aspect of the invention, in the horizontal internal combustion engine, the first catalyst is provided on the exhaust passage side of the cylinder row located on the rear side corresponding to the rearward direction of the vehicle. The first catalyst is arranged in the exhaust passage of the rear cylinder row in which the decrease is small, and the activation of the first catalyst can be accelerated.
【００１６】請求項５記載の発明において、第２の触媒
は第１の触媒と近いため、該第２の触媒の活性化も早め
ることができる。更に、第１の触媒と第２の触媒とを流
れる排気経路から、第２の触媒のみを流れる排気経路に
切り換えた際、この排気経路は、第１の触媒と第２の触
媒とを流れる排気経路よりも長く、第１の触媒の熱劣化
を防止することができる。In the invention of claim 5, since the second catalyst is close to the first catalyst, the activation of the second catalyst can be accelerated. Furthermore, when switching from the exhaust path through which the first catalyst and the second catalyst flow to the exhaust path through which only the second catalyst flows, the exhaust path runs through the exhaust gas through the first catalyst and the second catalyst. It is longer than the path, and thermal deterioration of the first catalyst can be prevented.
【００１７】[0017]
【実施例】以下、添付された図面を参照して本発明を詳
述する。図１及び図２は請求項１、２及び３記載の発明
の一実施例を示す図である。これらの図において、多気
筒列内燃機関としてのＶ型内燃機関１０は、気筒列方向
が車両の横方向に延びて位置するように横置きされる。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS The present invention will be described in detail below with reference to the accompanying drawings. 1 and 2 are views showing an embodiment of the invention described in claims 1, 2 and 3. In these drawings, a V-type internal combustion engine 10 as a multi-cylinder bank internal combustion engine is horizontally placed so that the cylinder bank direction extends in the lateral direction of the vehicle.
【００１８】かかる横置きのＶ型内燃機関１０におい
て、車両の前部に対応する前側に位置する左バンク１１
側の排気マニホールド（一方の気筒列の排気通路）１２
に開閉弁（バイパスバルブ）１３が介装される。又、車
両の後部に対応する後側に位置する右バンク１４側の排
気マニホールド（他方の気筒列の排気通路）１５に開閉
弁（バイパスバルブ）１６が介装される。In such a horizontal V-type internal combustion engine 10, the left bank 11 located on the front side corresponding to the front part of the vehicle.
Side exhaust manifold (exhaust passage of one cylinder row) 12
An on-off valve (bypass valve) 13 is installed in the. Further, an opening / closing valve (bypass valve) 16 is provided in an exhaust manifold (exhaust passage of the other cylinder row) 15 on the right bank 14 side located on the rear side corresponding to the rear part of the vehicle.
【００１９】この場合、各排気マニホールド１２，１５
の下流端は夫々車両の左部に対応する左方向に延び、車
両の左部に配設されたバイパスバルブ１３，１６に夫々
接続される。これらのバイパスバルブ１３，１６は、夫
々筒状の本体Ａ内に図示しない弁体回動自由に支持して
備え、本体Ａ外部において前記弁体を開閉駆動するアク
チュエータＢを備えて構成される。又、本体Ａの両端部
には取付フランジ部ａが設けられている。In this case, each exhaust manifold 12, 15
Downstream ends thereof extend in the left direction corresponding to the left part of the vehicle, and are respectively connected to bypass valves 13 and 16 arranged in the left part of the vehicle. Each of these bypass valves 13 and 16 is provided inside a cylindrical main body A so as to rotatably support a valve body (not shown), and is provided with an actuator B that opens and closes the valve body outside the main body A. Further, mounting flange portions a are provided at both ends of the main body A.
【００２０】左バンク１１側の排気マニホールド１２の
バイパスバルブ１３の上流部と、右バンク１４側の排気
マニホールド１５のバイパスバルブ１６の上流部とは連
通路としての連通管１７を介して連通される。この場
合、左バンク１１側の排気マニホールド１２と右バンク
１４側の排気マニホールド１５と連通管１７とは取付フ
ランジ部ａにより接続され、該連通管１７は車両の左部
において前後方向に延びるように形成される。更に、各
排気マニホールド１２，１５の連通管１７との接続部近
傍には、これに前記２つのバイパスバルブ１３，１６を
接続する接続口１８，１９が下向きに開口されて設けら
れている。The upstream portion of the bypass valve 13 of the exhaust manifold 12 on the left bank 11 side and the upstream portion of the bypass valve 16 of the exhaust manifold 15 on the right bank 14 side are connected via a communication pipe 17 as a communication passage. . In this case, the exhaust manifold 12 on the left bank 11 side, the exhaust manifold 15 on the right bank 14 side, and the communication pipe 17 are connected by a mounting flange portion a, and the communication pipe 17 extends in the front-rear direction in the left portion of the vehicle. It is formed. Further, in the vicinity of the connection portion of each exhaust manifold 12, 15 with the communication pipe 17, connection ports 18, 19 for connecting the two bypass valves 13, 16 thereto are provided so as to open downward.
【００２１】前記接続口１８，１９には、夫々取付フラ
ンジ部ａが設けられ、該取付フランジ部ａと前記バイパ
スバルブ１３，１６の本体Ａの取付フランジ部ａとはボ
ルト等の締結具により締結され、排気マニホールド１
２，１５夫々とバイパスバルブ１３，１６とが結合され
る。一方の気筒列、即ち、この実施例では、左バンク１
１側の排気マニホールド１２のバイパスバルブ１３の下
流部には、第１の触媒（プリ触媒）としてのマニホール
ド触媒２０が介装される。A mounting flange portion a is provided in each of the connection ports 18 and 19, and the mounting flange portion a and the mounting flange portion a of the main body A of the bypass valves 13 and 16 are fastened by a fastener such as a bolt. Exhaust manifold 1
Bypass valves 13 and 16 are coupled to 2 and 15, respectively. One cylinder row, that is, the left bank 1 in this embodiment.
A manifold catalyst 20 as a first catalyst (pre-catalyst) is provided downstream of the bypass valve 13 of the exhaust manifold 12 on the first side.
【００２２】このマニホールド触媒２０の本体両端部に
は夫々取付フランジ部ａが設けられており、一方の取付
フランジ部ａと前記バイパスバルブ１３の本体の取付フ
ランジ部ａとはボルト等の締結具により締結され、バイ
パスバルブ１３とマニホールド触媒２０とが結合され
る。又、マニホールド触媒２０の下流部と、他方の気筒
列、即ち、この実施例では、右バンク１４側の排気マニ
ホールド１５のバイパスバルブ１６の下流部とは合流さ
れ、該合流部の下流部に第２の触媒（メイン触媒）とし
ての床下触媒２１が介装される。Mounting flanges a are provided at both ends of the main body of the manifold catalyst 20, and one of the mounting flanges a and the mounting flange a of the main body of the bypass valve 13 are fastened with a fastener such as a bolt. The bypass valve 13 and the manifold catalyst 20 are coupled to each other. Further, the downstream portion of the manifold catalyst 20 and the other cylinder row, that is, the downstream portion of the bypass valve 16 of the exhaust manifold 15 on the right bank 14 side in this embodiment are joined together, and the downstream portion of the joining portion is joined to the first portion. An underfloor catalyst 21 as a second catalyst (main catalyst) is provided.
【００２３】即ち、両排気マニホールド１２，１５から
排出される排気を排出する排気管２２の一端部には、マ
ニホールド触媒２０との連通口２３が開口されると共
に、一端部から所定距離の周壁には、バイパスバルブ１
６との連通管としてのバイパス管２４（マニホールド触
媒２０をバイパスする）が突出して設けられおり、前記
連通口２３と連通管２４の端部には取付フランジ部ａが
設けられている。That is, a communication port 23 for communicating with the manifold catalyst 20 is opened at one end of the exhaust pipe 22 for discharging the exhaust gas discharged from both the exhaust manifolds 12 and 15, and the peripheral wall at a predetermined distance from the one end. Is a bypass valve 1
A bypass pipe 24 (which bypasses the manifold catalyst 20) is provided as a communication pipe with 6 and a mounting flange portion a is provided at the end of the communication port 23 and the communication pipe 24.
【００２４】更に、排気管２２の前記バイパス管２４位
置から所定距離の下流部位は分断され、両方の分断端部
には夫々取付フランジ部ａが設けられている。かかる排
気管２２とマニホールド触媒２０とは、排気管２２の連
通口２３の取付フランジ部ａとマニホールド触媒２０の
取付フランジ部ａとをボルト等の締結具により締結する
ことにより連結される。Further, a downstream portion of the exhaust pipe 22 at a predetermined distance from the position of the bypass pipe 24 is divided, and both divided ends are provided with mounting flange portions a, respectively. The exhaust pipe 22 and the manifold catalyst 20 are connected by fastening the mounting flange portion a of the communication port 23 of the exhaust pipe 22 and the mounting flange portion a of the manifold catalyst 20 with a fastener such as a bolt.
【００２５】又、排気管２２とバイパスバルブ１６と
は、排気管２２のバイパス管２４の取付フランジ部ａと
バイパスバルブ１６の取付フランジ部ａとをボルト等の
締結具により締結することにより連結される。かかる排
気管２２は機関１０本体下部の前端側から該機関１０本
体の下側を通って機関１０本体下部の後端から更に後方
に延びるように配設される。The exhaust pipe 22 and the bypass valve 16 are connected by fastening the mounting flange portion a of the bypass pipe 24 of the exhaust pipe 22 and the mounting flange portion a of the bypass valve 16 with a fastener such as a bolt. It The exhaust pipe 22 is arranged so as to extend from the front end side of the lower portion of the engine 10 main body to the rear side of the lower end of the engine 10 main body through the lower side of the engine 10 main body.
【００２６】そして、排気管２２の分断部における両取
付フランジ部ａ，ａと床下触媒２１の両端部に形成され
た取付フランジ部ａ，ａ夫々とをボルト等の締結具によ
り締結することにより、排気管２２に床下触媒２１が介
装連結される。尚、排気管２２の最下流端部には図示し
ないマフラーが連結される。かかる構成の排気系におい
て、前記マニホールド触媒２０の直上流側には、第１の
Ｏ2 センサ（フロントＯ2 センサ）２５が介装され、床
下触媒２１の直上流側には、第２のＯ2 センサ（リヤＯ
2 センサ）２６が介装される。Then, by fastening both mounting flange portions a, a in the divided portion of the exhaust pipe 22 and the mounting flange portions a, a formed at both end portions of the underfloor catalyst 21 with fasteners such as bolts, The underfloor catalyst 21 is connected to the exhaust pipe 22. A muffler (not shown) is connected to the most downstream end of the exhaust pipe 22. In the exhaust system having such a configuration, a first O 2 sensor (front O 2 sensor) 25 is provided immediately upstream of the manifold catalyst 20, and a second O 2 sensor is provided immediately upstream of the underfloor catalyst 21. 2 sensors (rear O
2 sensor) 26 is interposed.
【００２７】前記フロントＯ2 センサ２５は、マニホー
ルド触媒２０に装着され、リヤＯ2センサ２６は排気管
２２に装着される。以上のＶ型内燃機関１０の排気系構
造においては、各バイパスバルブ１３，１６の開閉制御
により、次のように２経路の排気流れが選択的に得られ
る。即ち、バイパスバルブ１３を開いて、バイパスバル
ブ１６を閉じた場合は次のような排気流れとなる（図示
白矢印参照）。The front O 2 sensor 25 is mounted on the manifold catalyst 20, and the rear O 2 sensor 26 is mounted on the exhaust pipe 22. In the exhaust system structure of the V-type internal combustion engine 10 as described above, the exhaust flow in two paths is selectively obtained by controlling the opening / closing of each of the bypass valves 13 and 16. That is, when the bypass valve 13 is opened and the bypass valve 16 is closed, the exhaust flow is as follows (see the white arrow in the figure).
【００２８】左バンク１１側の排気マニホールド１２か
ら排出された排気は直接バイパスバルブ１３へと至り、
右バンク１４側の排気マニホールド１５から排出された
排気は連通管１７を介してバイパスバルブ１３へと至
り、各排気は夫々開放されたバイパスバルブ１３を通
り、マニホールド触媒２０を介して排気管２２へと至
り、該排気管２２から床下触媒２１を介して排出され
る。The exhaust gas discharged from the exhaust manifold 12 on the left bank 11 side reaches the bypass valve 13 directly.
The exhaust gas discharged from the exhaust manifold 15 on the right bank 14 side reaches the bypass valve 13 via the communication pipe 17, and each exhaust gas passes through the open bypass valve 13 to the exhaust pipe 22 via the manifold catalyst 20. Then, the gas is discharged from the exhaust pipe 22 through the underfloor catalyst 21.
【００２９】一方、バイパスバルブ１６を開いて、バイ
パスバルブ１３を閉じた場合は次のような排気流れとな
る（図示黒矢印参照）。左バンク１１側の排気マニホー
ルド１２から排出された排気は連通管１７を介してバイ
パスバルブ１６へと至り、右バンク１４側の排気マニホ
ールド１５から排出された排気は直接バイパスバルブ１
６へと至り、各排気は夫々開放されたバイパスバルブ１
６を通ってバイパス管２４に至り、床下触媒２１へと流
れて排気管２２から排出される。On the other hand, when the bypass valve 16 is opened and the bypass valve 13 is closed, the exhaust flow is as follows (see the black arrow in the figure). The exhaust gas discharged from the exhaust manifold 12 on the left bank 11 side reaches the bypass valve 16 via the communication pipe 17, and the exhaust gas discharged from the exhaust manifold 15 on the right bank 14 side directly passes through the bypass valve 1.
Bypass valve 1 which reached 6 and each exhaust was opened respectively
6 to reach the bypass pipe 24, flow to the underfloor catalyst 21 and be discharged from the exhaust pipe 22.
【００３０】尚、図３（Ａ）は、バイパスバルブ１３を
開いて、バイパスバルブ１６を閉じた場合の排気経路を
概略的に示し、図３（Ｂ）は、バイパスバルブ１６を開
いて、バイパスバルブ１３を閉じた場合の排気経路を概
略的に示している。かかる排気流れの制御は、排気温度
を検出する図示しない排温センサから出力される排気温
度信号に基づいて、所定の排気温度条件までは、即ち、
低温時は、バイパスバルブ１３を開いて、バイパスバル
ブ１６を閉じ、排気をプリ触媒であるマニホールド触媒
２０とメイン触媒である床下触媒２１に流通させる。
又、所定の排気温度条件以降は、即ち、高温時は、バイ
パスバルブ１６を開いて、バイパスバルブ１３を閉じ、
排気を床下触媒２１にのみに流通させる。Incidentally, FIG. 3 (A) schematically shows an exhaust path when the bypass valve 13 is opened and the bypass valve 16 is closed, and FIG. 3 (B) shows that the bypass valve 16 is opened to bypass the bypass valve 16. The exhaust path when the valve 13 is closed is schematically shown. The control of the exhaust flow is based on an exhaust temperature signal output from an exhaust temperature sensor (not shown) that detects the exhaust temperature, up to a predetermined exhaust temperature condition, that is,
When the temperature is low, the bypass valve 13 is opened, the bypass valve 16 is closed, and exhaust gas is circulated through the manifold catalyst 20 which is the pre-catalyst and the underfloor catalyst 21 which is the main catalyst.
Further, after the predetermined exhaust temperature condition, that is, when the temperature is high, the bypass valve 16 is opened and the bypass valve 13 is closed.
Exhaust gas is distributed only to the underfloor catalyst 21.
【００３１】尚、排気温度は、エンジン回転数とエアフ
ローメータの出力によって算出される燃料噴射量によっ
て推定することもできる。この場合、排温センサが不要
となるので、コスト面で有利となる。かかる構成の排気
系構造によると、次のような作用・効果がある。即ち、
左・右バンク１１，１４の各気筒列の排気マニホールド
１２，１５にバイパスバルブ１３，１６を介装し、各気
筒列の排気マニホールド１２，１５のバイパスバルブ１
３，１６の上流部同士を連通管１７を介して連通するこ
とにより、左・右バンク１１，１４の各気筒列の排気マ
ニホールド１２，１５夫々から排出される排気をバイパ
スバルブ１３又はバイパスバルブ１６上流側で合流さ
せ、合流後は夫々独立した２つの経路（マニホールド触
媒２０、排気管２２，床下触媒２１を通る経路と、バイ
パス管２４、床下触媒２１を通る経路）の何れかを使っ
て排気を流すようにしたから、各バンク１１，１４の排
気マニホールド１２，１５同士を一度合流した後に再度
分岐させる必要がなく、排気経路の簡略化を図れる。The exhaust temperature can also be estimated by the fuel injection amount calculated from the engine speed and the output of the air flow meter. In this case, the exhaust temperature sensor is unnecessary, which is advantageous in terms of cost. According to the exhaust system structure having such a configuration, there are the following actions and effects. That is,
Bypass valves 13 and 16 are provided in the exhaust manifolds 12 and 15 of the cylinder rows of the left and right banks 11 and 14, respectively.
By communicating the upstream parts of the exhaust valves 3 and 16 with each other through the communication pipe 17, the exhaust gas discharged from the exhaust manifolds 12 and 15 of the cylinder rows of the left and right banks 11 and 14 is bypass valve 13 or bypass valve 16. After merging at the upstream side, after merging, exhaust is performed using either of two independent paths (a path passing through the manifold catalyst 20, the exhaust pipe 22, the underfloor catalyst 21 and a bypass tube 24 and an underfloor catalyst 21). Since the exhaust manifolds 12 and 15 of the banks 11 and 14 do not need to be merged once and then branched again, the exhaust path can be simplified.
【００３２】又、このものでは、マニホールド触媒２０
と床下触媒２１とを流れる排気経路から、床下触媒２１
のみを流れる排気経路に切り換えても、連通管１７を排
気が流れ続けているため、排気経路にて熱を奪われるこ
とがなく、排気温度の低下が少なく、床下触媒２１の早
期活性化を図れる。更に、床下触媒２１のみを流れる排
気経路から、マニホールド触媒２０と床下触媒２１とを
流れる排気経路に切り換えても、同様に、連通管１７を
排気が流れ続けているため、マニホールド触媒２０の早
期活性化を図れる。Further, in this one, the manifold catalyst 20
From the exhaust path flowing through the underfloor catalyst 21 and the underfloor catalyst 21.
Since the exhaust gas continues to flow through the communication pipe 17 even if the exhaust passage is switched to only the exhaust passage, heat is not taken by the exhaust passage, the exhaust temperature is less lowered, and the underfloor catalyst 21 can be activated earlier. . Furthermore, even if the exhaust path flowing only through the underfloor catalyst 21 is switched to the exhaust path flowing through the manifold catalyst 20 and the underfloor catalyst 21, since the exhaust gas continues to flow through the communication pipe 17, the manifold catalyst 20 is activated early. Can be realized.
【００３３】又、バイパスバルブ１３の下流側にフロン
トＯ2 センサ２５とプリ触媒であるマニホールド触媒２
０があるため、マニホールド触媒２０と床下触媒２１と
を流れる排気経路から、床下触媒２１のみを流れる排気
経路に切り換えた後におけるこれらフロントＯ2 センサ
２５とマニホールド触媒２０の劣化を抑制できる。特
に、かかる構成によると、横置きのＶ型内燃機関１０に
おいて、車両前方向に対応する前側に位置するバンク、
即ち、左バンク１１の気筒列の排気マニホールド１２側
にプリ触媒であるマニホールド触媒２０を介装するよう
にした結果、次のような利点がある。Further, on the downstream side of the bypass valve 13, a front O 2 sensor 25 and a manifold catalyst 2 which is a pre-catalyst are provided.
Since 0 exists, it is possible to suppress deterioration of the front O 2 sensor 25 and the manifold catalyst 20 after switching from the exhaust path that flows through the manifold catalyst 20 and the underfloor catalyst 21 to the exhaust path that flows through only the underfloor catalyst 21. In particular, according to such a configuration, in the horizontal V-type internal combustion engine 10, the bank located on the front side corresponding to the vehicle front direction,
That is, as a result of disposing the manifold catalyst 20, which is a pre-catalyst, on the exhaust manifold 12 side of the cylinder bank of the left bank 11, there are the following advantages.
【００３４】即ち、走行風による温度低下の大きい左バ
ンク１１の気筒列からプリ触媒であるマニホールド触媒
２０までの配管を短くすることができると共に、走行風
による温度低下の少ない右バンク１４の気筒列からの高
温の排気をマニホールド触媒２０に導くことができるか
ら、マニホールド触媒２０の活性化を早めることができ
る。That is, it is possible to shorten the pipe from the cylinder bank of the left bank 11 where the temperature drop is large due to the running wind to the manifold catalyst 20 which is the pre-catalyst, and the cylinder bank of the right bank 14 where the temperature drop due to the running wind is small. Since the high temperature exhaust gas from the exhaust gas can be guided to the manifold catalyst 20, the activation of the manifold catalyst 20 can be accelerated.
【００３５】又、マニホールド触媒２０と床下触媒２１
とを流れる排気経路から、床下触媒２１のみを流れる排
気経路に切り換えた際、この排気経路は、マニホールド
触媒２０と床下触媒２１とを流れる排気経路よりも短
く、メイン触媒である床下触媒２１の活性化を早めるこ
とができる。図４は請求項１、４及び５記載の発明の一
実施例を示す図である。Further, the manifold catalyst 20 and the underfloor catalyst 21
When switching from the exhaust path flowing through and to the exhaust path flowing only the underfloor catalyst 21, this exhaust path is shorter than the exhaust path flowing through the manifold catalyst 20 and the underfloor catalyst 21, and the activity of the underfloor catalyst 21, which is the main catalyst, is reduced. Can be accelerated. FIG. 4 is a diagram showing an embodiment of the invention described in claims 1, 4 and 5.
【００３６】かかる実施例においては、プリ触媒である
マニホールド触媒２０を、右バンク１４側の排気マニホ
ールド１５に介装されるバイパスバルブ１６の下流部に
介装したものである。図１〜図３の実施例と相違する構
成のみを説明すると、両排気マニホールド１２，１５か
ら排出される排気を排出する排気管２２は、その一端部
にバイパスバルブ１３との連通口２７を開口して備える
と共に、その一端部から所定長さ下側に延びた後に後方
に向けて折曲されて更に後方に延びるように配設され
る。排気管２２のマニホールド触媒２０と対応する位置
の周壁には、該マニホールド触媒２０との連通口２８が
開口されている。In this embodiment, the manifold catalyst 20, which is a pre-catalyst, is provided downstream of the bypass valve 16 provided in the exhaust manifold 15 on the right bank 14 side. Explaining only the structure different from the embodiment of FIGS. 1 to 3, the exhaust pipe 22 for discharging the exhaust gas discharged from both the exhaust manifolds 12 and 15 has a communication port 27 opened to the bypass valve 13 at one end thereof. It is provided so as to extend downward from a first end thereof by a predetermined length, and then is bent rearward to extend further rearward. A communication port 28 with the manifold catalyst 20 is opened in a peripheral wall of the exhaust pipe 22 at a position corresponding to the manifold catalyst 20.
【００３７】この場合、排気管２２のバイパスバルブ１
３からマニホールド触媒２０までの管部が、マニホール
ド触媒２０をバイパスするバイパス管となる。かかる構
成の排気系において、図１〜図３の実施例と同様にマニ
ホールド触媒２０の直上流側には、フロントＯ2 センサ
２５が介装され、床下触媒２１の直上流側には、リヤＯ
2 センサ２６が介装される。In this case, the bypass valve 1 of the exhaust pipe 22
The pipe portion from 3 to the manifold catalyst 20 serves as a bypass pipe that bypasses the manifold catalyst 20. In the exhaust system having such a configuration, as in the embodiment shown in FIGS. 1 to 3, a front O 2 sensor 25 is provided immediately upstream of the manifold catalyst 20, and a rear O 2 sensor is provided immediately upstream of the underfloor catalyst 21.
2 The sensor 26 is interposed.
【００３８】以上の実施例の排気系構造においては、各
バイパスバルブ１３，１６の開閉制御により、次のよう
に２経路の排気流れが選択的に得られる。即ち、バイパ
スバルブ１３を閉じて、バイパスバルブ１６を開いた場
合は次のような排気流れとなる（図示白矢印参照）。左
バンク１１側の排気マニホールド１２から排出された排
気は連通管１７を介してバイパスバルブ１６へと至り、
右バンク１４側の排気マニホールド１５から排出された
排気は直接バイパスバルブ１６へと至り、各排気は夫々
開放されたバイパスバルブ１６を通ってマニホールド触
媒２０から床下触媒２１へと流れて排出される。In the exhaust system structure of the above embodiment, by controlling the opening / closing of the bypass valves 13 and 16, the exhaust flow of two paths is selectively obtained as follows. That is, when the bypass valve 13 is closed and the bypass valve 16 is opened, the exhaust flow is as follows (see the white arrow in the figure). The exhaust gas discharged from the exhaust manifold 12 on the left bank 11 side reaches the bypass valve 16 via the communication pipe 17,
The exhaust gas discharged from the exhaust manifold 15 on the right bank 14 side directly reaches the bypass valve 16, and each exhaust gas flows through the open bypass valve 16 to the manifold catalyst 20 to the underfloor catalyst 21 and is discharged.
【００３９】一方、バイパスバルブ１３を開いて、バイ
パスバルブ１６を閉じた場合は次のような排気流れとな
る（図示黒矢印参照）。左バンク１１側の排気マニホー
ルド１２から排出された排気は直接バイパスバルブ１３
へと至り、右バンク１４側の排気マニホールド１５から
排出された排気は連通管１７を介してバイパスバルブ１
３へと至り、各排気は夫々開放されたバイパスバルブ１
３を通り、排気管２２へと至り、該排気管２２から床下
触媒２１を介して排出される。On the other hand, when the bypass valve 13 is opened and the bypass valve 16 is closed, the exhaust flow is as follows (see the black arrow in the figure). The exhaust gas discharged from the exhaust manifold 12 on the left bank 11 side is directly bypassed by the bypass valve 13.
Exhaust gas discharged from the exhaust manifold 15 on the right bank 14 side through the communication pipe 17 to the bypass valve 1
Bypass valve 1 which reached 3 and each exhaust was opened
After passing through 3, the exhaust gas reaches the exhaust pipe 22, and is discharged from the exhaust pipe 22 through the underfloor catalyst 21.
【００４０】尚、図５（Ａ）は、バイパスバルブ１６を
開いて、バイパスバルブ１３を閉じた場合の排気経路を
概略的に示し、図５（Ｂ）は、バイパスバルブ１３を開
いて、バイパスバルブ１６を閉じた場合の排気経路を概
略的に示している。かかる実施例の排気系構造による
と、排気経路の簡略化、床下触媒２１の早期活性化、マ
ニホールド触媒２０の早期活性化、フロントＯ2 センサ
２５とマニホールド触媒２０の劣化抑制という図１〜図
３の実施例と共通の作用・効果に加え、次のような作用
・効果がある。Note that FIG. 5A schematically shows an exhaust path when the bypass valve 16 is opened and the bypass valve 13 is closed, and FIG. 5B shows the bypass valve 13 opened and the bypass valve 13 is opened. The exhaust path is schematically shown when the valve 16 is closed. According to the exhaust system structure of this embodiment, simplification of the exhaust path, early activation of the underfloor catalyst 21, early activation of the manifold catalyst 20, and suppression of deterioration of the front O 2 sensor 25 and the manifold catalyst 20 are shown in FIGS. In addition to the actions and effects common to the embodiment of the above, there are the following actions and effects.
【００４１】即ち、横置きのＶ型内燃機関１０におい
て、車両後方向に対応する後側に位置するバンク、即
ち、走行風による温度低下の小さい右バンク１４の気筒
列の排気マニホールド１５側にプリ触媒であるマニホー
ルド触媒２０を介装するようにした結果、マニホールド
触媒２０の活性化を早めることができる。又、床下触媒
２１はプリ触媒２０位置と近いため、該床下触媒２１の
活性化も早めることができる。That is, in the horizontally installed V-type internal combustion engine 10, the bank located on the rear side corresponding to the rearward direction of the vehicle, that is, the right bank 14 in which the temperature drop due to the running wind is small, is pre-loaded on the exhaust manifold 15 side of the cylinder row. As a result of interposing the manifold catalyst 20 which is a catalyst, the activation of the manifold catalyst 20 can be accelerated. Further, since the underfloor catalyst 21 is close to the position of the pre-catalyst 20, the activation of the underfloor catalyst 21 can be accelerated.
【００４２】更に、マニホールド触媒２０と床下触媒２
１とを流れる排気経路から、床下触媒２１のみを流れる
排気経路に切り換えた際、この排気経路は、マニホール
ド触媒２０と床下触媒２１とを流れる排気経路よりも長
く、床下触媒２１の熱劣化を防止することができる。Further, the manifold catalyst 20 and the underfloor catalyst 2
1 is switched to an exhaust path through which only the underfloor catalyst 21 flows, this exhaust path is longer than the exhaust path through which the manifold catalyst 20 and the underfloor catalyst 21 flow, and thermal degradation of the underfloor catalyst 21 is prevented. can do.
【００４３】[0043]
【発明の効果】以上説明したように、請求項１記載の発
明によれば、各気筒列の排気通路に開閉弁を介装し、各
気筒列の排気通路の開閉弁の上流部同士を連通すること
により、各気筒列の排気通路夫々から排出される排気は
開閉弁上流側で合流され、合流後は独立した２つの経路
を介して流れるようにしたから、各気筒列の排気通路同
士を一度合流した後に再度分岐させる必要がなく、排気
経路の簡略化、小型化が図れ、第１の触媒と第２の触媒
とを排気が流れる排気経路から、第２の触媒のみを流れ
る排気経路に切り換えても、連通路を排気が流れている
ため、排気経路にて熱を奪われることがなく、排気温度
の低下が少なく、第２の触媒の早期活性化を図れる一
方、第２の触媒のみを流れる排気経路から、第１の触媒
と第２の触媒とを流れる排気経路に切り換えても、同様
に、連通路を排気が流れ続けているため、第１の触媒の
早期活性化を図れ、開閉弁の下流側に第１の触媒がある
ため、第１の触媒と第２の触媒とを流れる排気経路か
ら、第２の触媒のみを流れる排気経路に切り換えた後に
おける第１の触媒の劣化を抑制できる。As described above, according to the first aspect of the invention, the opening / closing valve is provided in the exhaust passage of each cylinder row, and the upstream portions of the opening / closing valve of the exhaust passage of each cylinder row communicate with each other. By doing so, the exhaust gas discharged from each of the exhaust passages of each cylinder row is merged on the upstream side of the on-off valve, and after joining, it is made to flow through two independent paths. There is no need to branch again after merging once, the exhaust path can be simplified and downsized, and the exhaust path through which the exhaust gas flows through the first catalyst and the second catalyst is changed to the exhaust path through which only the second catalyst flows. Even after switching, since the exhaust gas is flowing through the communication passage, heat is not taken away in the exhaust path, the exhaust gas temperature does not drop much, and the second catalyst can be activated early, while only the second catalyst Flow the first catalyst and the second catalyst from the exhaust path flowing through Even if the exhaust path is switched to a different exhaust path, the exhaust gas continues to flow through the communication passage, so that the first catalyst can be activated early, and the first catalyst is located downstream of the on-off valve. It is possible to suppress deterioration of the first catalyst after switching from the exhaust path that flows the catalyst and the second catalyst to the exhaust path that flows only the second catalyst.
【００４４】請求項２記載の発明によれば、横置きの内
燃機関において、車両前方向に対応する前側に位置する
気筒列の排気通路に第１の触媒を介装するようにした結
果、走行風による温度低下の大きい前側気筒列から第１
の触媒までの経路を短くすることができると共に、走行
風による温度低下の少ない後側気筒列からの高温の排気
を第１の触媒に導くことができるから、第１の触媒の活
性化を早めることができる。According to the second aspect of the present invention, in the horizontally placed internal combustion engine, the first catalyst is provided in the exhaust passage of the cylinder row located on the front side corresponding to the front direction of the vehicle. First from the front cylinder row where the temperature drop due to wind is large
Can shorten the path to the catalyst, and can guide the high-temperature exhaust gas from the rear cylinder row, which has a small temperature decrease due to the running wind, to the first catalyst, thereby accelerating the activation of the first catalyst. be able to.
【００４５】請求項３記載の発明によれば、第１の触媒
と第２の触媒とを流れる排気経路から、第２の触媒のみ
を流れる排気経路に切り換えた際、この排気経路は、第
１の触媒と第２の触媒とを流れる排気経路よりも短く、
第２の触媒の活性化を早めることができる。請求項４記
載の発明によれば、横置きの内燃機関において、車両後
方向に対応する後側に位置する気筒列の排気通路側に第
１の触媒を介装するようにした結果、走行風による温度
低下の小さい後側気筒列の排気通路に第１の触媒が配置
され、第１の触媒の活性化を早めることができる。According to the third aspect of the present invention, when the exhaust path through which the first catalyst and the second catalyst flow is switched to the exhaust path through which only the second catalyst flows, this exhaust path is Shorter than the exhaust path flowing through the second catalyst and the catalyst of
The activation of the second catalyst can be accelerated. According to the fourth aspect of the present invention, in the horizontally placed internal combustion engine, the first catalyst is provided on the exhaust passage side of the cylinder row located on the rear side corresponding to the rearward direction of the vehicle. Since the first catalyst is arranged in the exhaust passage of the rear cylinder row in which the temperature decrease due to is small, the activation of the first catalyst can be accelerated.
【００４６】請求項５記載の発明によれば、第２の触媒
は第１の触媒と近いため、該第２の触媒の活性化も早め
ることができ、第１の触媒と第２の触媒とを流れる排気
経路から、第２の触媒のみを流れる排気経路に切り換え
た際、この排気経路は、第１の触媒と第２の触媒とを流
れる排気経路よりも長く、第１の触媒の熱劣化を防止す
ることができる。According to the invention described in claim 5, since the second catalyst is close to the first catalyst, the activation of the second catalyst can be accelerated, and the first catalyst and the second catalyst can be activated. When the exhaust path flowing through the first catalyst is switched to the exhaust path flowing only the second catalyst, the exhaust path is longer than the exhaust path flowing through the first catalyst and the second catalyst, and thermal deterioration of the first catalyst occurs. Can be prevented.
【図１】 請求項１、２及び３記載の発明の一実施例を
示す斜視図FIG. 1 is a perspective view showing an embodiment of the invention described in claims 1, 2 and 3.
【図２】 同上実施例の側面図FIG. 2 is a side view of the embodiment.
【図３】 同上実施例において排気経路を概略的に示す
図FIG. 3 is a diagram schematically showing an exhaust path in the embodiment.
【図４】 請求項１、４及び５記載の発明の一実施例を
示す側面図FIG. 4 is a side view showing an embodiment of the invention described in claims 1, 4 and 5.
【図５】 同上実施例において排気経路を概略的に示す
図FIG. 5 is a diagram schematically showing an exhaust path in the above embodiment.
【図６】 従来の内燃機関の排気浄化装置を示す概略図FIG. 6 is a schematic diagram showing a conventional exhaust emission control device for an internal combustion engine.
１０ Ｖ型内燃機関 １１ 左バンク １２ 排気マニホールド １３ バイパスバルブ（開閉弁） １４ 右バンク １５ 排気マニホールド １６ バイパスバルブ（開閉弁） １７ 連通管 ２０ マニホールド触媒（第１の触媒） ２１ 床下触媒（第２の触媒） ２２ 排気管 10 V type internal combustion engine 11 left bank 12 exhaust manifold 13 bypass valve (open / close valve) 14 right bank 15 exhaust manifold 16 bypass valve (open / close valve) 17 communication pipe 20 manifold catalyst (first catalyst) 21 underfloor catalyst (second catalyst) 22) Exhaust pipe
───────────────────────────────────────────────────── フロントページの続き (51)Int.Cl.6 識別記号 庁内整理番号 ＦＩ 技術表示箇所 Ｂ０１Ｄ 53/94 53/96 Ｆ０１Ｎ 3/24 Ｆ Ｎ ＺＡＢ Ｃ Ｆ０２Ｂ 75/22 ＺＡＢ Ｃ Ｂ０１Ｄ 53/36 １０２ Ｅ ─────────────────────────────────────────────────── ─── Continuation of front page (51) Int.Cl. 6 Identification code Internal reference number FI Technical display location B01D 53/94 53/96 F01N 3/24 F N ZAB C F02B 75/22 ZAB C B01D 53/36 102 E
Claims (5)
して連通させ、 一方の気筒列の排気通路の開閉弁の下流部に第１の触媒
を介装し、 前記一方の気筒列の排気通路の第１の触媒の下流部と他
方の気筒列の排気通路の開閉弁の下流部とを合流し、 前記合流部の下流部に第２の触媒を介装したことを特徴
とする内燃機関の排気浄化装置。1. In a multi-cylinder internal combustion engine, an on-off valve is provided in the exhaust passage of each cylinder row, and the upstream parts of the on-off valves of the exhaust passages of each cylinder rows are communicated with each other through a communication passage. A first catalyst is provided in a downstream portion of an on-off valve of an exhaust passage of a cylinder row, and a downstream portion of a first catalyst of an exhaust passage of the one cylinder row and a downstream portion of an on-off valve of an exhaust passage of the other cylinder row. An exhaust gas purification device for an internal combustion engine, characterized in that a second catalyst is provided downstream of the confluence part.
両の横方向に沿って位置するように横置きされ、 前記第１の触媒は車両の前部に対応する前側に位置する
気筒列側の排気通路の開閉弁下流部に介装されてなる請
求項１記載の内燃機関の排気浄化装置。2. The multi-cylinder internal combustion engine is horizontally installed so that the cylinder array direction is located along the lateral direction of the vehicle, and the first catalyst is located on the front side corresponding to the front part of the vehicle. The exhaust emission control device for an internal combustion engine according to claim 1, wherein the exhaust purification device for an internal combustion engine is provided downstream of the on-off valve of the exhaust passage on the row side.
側に位置する気筒列側の排気通路の開閉弁下流部とを、
第１の触媒下流側から車両後方に延び、前記排気通路の
開閉弁下流部が接続される排気管により合流し、 前記排気管の前記合流部下流側で該合流部近傍位置に第
２の触媒を介装した請求項２記載の内燃機関の排気浄化
装置。3. A downstream side opening / closing valve of an exhaust passage on a cylinder row side located at a rear side corresponding to a rear portion of a vehicle, the downstream side of a first catalyst,
The second catalyst extends from the downstream side of the first catalyst toward the rear of the vehicle and is joined by an exhaust pipe to which the downstream portion of the on-off valve of the exhaust passage is connected. The exhaust gas purification device for an internal combustion engine according to claim 2, wherein the exhaust gas purification device is provided.
両の横方向に沿って位置するように横置きされ、 前記第１の触媒は車両の後部に対応する後側に位置する
気筒列側の排気通路の開閉弁下流部に介装されてなる請
求項１記載の内燃機関の排気浄化装置。4. The multi-cylinder internal combustion engine is horizontally installed so that the cylinder array direction is located along the lateral direction of the vehicle, and the first catalyst is located at the rear side corresponding to the rear part of the vehicle. The exhaust emission control device for an internal combustion engine according to claim 1, wherein the exhaust purification device for an internal combustion engine is provided downstream of the on-off valve of the exhaust passage on the row side.
側に位置する気筒列側の排気通路の開閉弁下流部とを、
開閉弁下流側から車両後方に延び、前記第１の触媒下流
部が接続される排気管により合流し、 前記排気管の前記合流部下流側で該合流部近傍位置に第
２の触媒を介装した請求項４記載の内燃機関の排気浄化
装置。5. A first catalyst downstream side and a downstream side opening / closing valve of an exhaust passage on the cylinder row side located on the front side corresponding to the front portion of the vehicle,
An exhaust pipe extending from the downstream side of the on-off valve toward the rear of the vehicle and joined by an exhaust pipe to which the first catalyst downstream part is connected, and a second catalyst is provided at a position near the joining part on the downstream side of the joining part of the exhaust pipe. The exhaust gas purification device for an internal combustion engine according to claim 4,
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6260451A JPH08121153A (en) | 1994-10-25 | 1994-10-25 | Exhaust emission control device for internal combustion engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP6260451A JPH08121153A (en) | 1994-10-25 | 1994-10-25 | Exhaust emission control device for internal combustion engine |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| JPH08121153A true JPH08121153A (en) | 1996-05-14 |
Family
ID=17348130
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP6260451A Pending JPH08121153A (en) | 1994-10-25 | 1994-10-25 | Exhaust emission control device for internal combustion engine |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH08121153A (en) |
Cited By (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2006336537A (en) * | 2005-06-02 | 2006-12-14 | Toyota Motor Corp | Control device for internal combustion engine |
| WO2008032187A1 (en) | 2006-09-14 | 2008-03-20 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine and control method thereof |
| US7640728B2 (en) | 2004-11-02 | 2010-01-05 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification apparatus and exhaust gas purification method for internal combustion engine |
| US20100024399A1 (en) * | 2007-03-14 | 2010-02-04 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control apparatus for internal combustion engine |
| US8087232B2 (en) | 2005-12-08 | 2012-01-03 | Toyota Jidosha Kabushiki Kaisha | Exhaust system of internal combustion engine |
| US8099948B2 (en) | 2005-12-08 | 2012-01-24 | Toyota Jidosha Kabushiki Kaisha | Exhaust system of internal combustion engine |
| US8141344B2 (en) | 2006-07-25 | 2012-03-27 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method of an internal combustion engine |
| KR101234619B1 (en) * | 2006-04-20 | 2013-02-19 | 현대자동차주식회사 | A exhaust system of v-type engine and control system and method thereof |
-
1994
- 1994-10-25 JP JP6260451A patent/JPH08121153A/en active Pending
Cited By (11)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US7640728B2 (en) | 2004-11-02 | 2010-01-05 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas purification apparatus and exhaust gas purification method for internal combustion engine |
| JP2006336537A (en) * | 2005-06-02 | 2006-12-14 | Toyota Motor Corp | Control device for internal combustion engine |
| JP4552763B2 (en) * | 2005-06-02 | 2010-09-29 | トヨタ自動車株式会社 | Control device for internal combustion engine |
| US8087232B2 (en) | 2005-12-08 | 2012-01-03 | Toyota Jidosha Kabushiki Kaisha | Exhaust system of internal combustion engine |
| US8099948B2 (en) | 2005-12-08 | 2012-01-24 | Toyota Jidosha Kabushiki Kaisha | Exhaust system of internal combustion engine |
| KR101234619B1 (en) * | 2006-04-20 | 2013-02-19 | 현대자동차주식회사 | A exhaust system of v-type engine and control system and method thereof |
| US8141344B2 (en) | 2006-07-25 | 2012-03-27 | Toyota Jidosha Kabushiki Kaisha | Control apparatus and control method of an internal combustion engine |
| WO2008032187A1 (en) | 2006-09-14 | 2008-03-20 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine and control method thereof |
| US8056337B2 (en) | 2006-09-14 | 2011-11-15 | Toyota Jidosha Kabushiki Kaisha | Internal combustion engine and control method thereof |
| US20100024399A1 (en) * | 2007-03-14 | 2010-02-04 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control apparatus for internal combustion engine |
| US8286418B2 (en) * | 2007-03-14 | 2012-10-16 | Toyota Jidosha Kabushiki Kaisha | Exhaust gas control apparatus for internal combustion engine |
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