WO2006006385A1 - 内燃機関の排気装置 - Google Patents
内燃機関の排気装置 Download PDFInfo
- Publication number
- WO2006006385A1 WO2006006385A1 PCT/JP2005/011784 JP2005011784W WO2006006385A1 WO 2006006385 A1 WO2006006385 A1 WO 2006006385A1 JP 2005011784 W JP2005011784 W JP 2005011784W WO 2006006385 A1 WO2006006385 A1 WO 2006006385A1
- Authority
- WO
- WIPO (PCT)
- Prior art keywords
- flow path
- exhaust
- combustion engine
- valve member
- internal combustion
- Prior art date
Links
- 238000002485 combustion reaction Methods 0.000 title claims abstract description 117
- 230000003197 catalytic effect Effects 0.000 claims abstract description 25
- 238000011144 upstream manufacturing Methods 0.000 claims abstract description 15
- 238000004891 communication Methods 0.000 claims abstract description 10
- 239000003054 catalyst Substances 0.000 claims description 36
- 230000030279 gene silencing Effects 0.000 claims description 27
- 238000000746 purification Methods 0.000 claims description 20
- 230000002829 reductive effect Effects 0.000 claims description 11
- 230000002093 peripheral effect Effects 0.000 claims description 6
- 230000004044 response Effects 0.000 claims description 3
- 238000012545 processing Methods 0.000 abstract description 4
- 239000007789 gas Substances 0.000 description 58
- 238000011084 recovery Methods 0.000 description 25
- 230000006870 function Effects 0.000 description 19
- 230000009467 reduction Effects 0.000 description 17
- 239000000446 fuel Substances 0.000 description 11
- 230000001965 increasing effect Effects 0.000 description 9
- 230000000694 effects Effects 0.000 description 8
- 238000010792 warming Methods 0.000 description 8
- 238000001816 cooling Methods 0.000 description 7
- 239000000498 cooling water Substances 0.000 description 7
- 239000002826 coolant Substances 0.000 description 5
- 238000000034 method Methods 0.000 description 5
- 230000036961 partial effect Effects 0.000 description 5
- 230000007423 decrease Effects 0.000 description 4
- 230000008569 process Effects 0.000 description 4
- 230000003584 silencer Effects 0.000 description 4
- 238000012546 transfer Methods 0.000 description 4
- 230000002159 abnormal effect Effects 0.000 description 3
- 230000009471 action Effects 0.000 description 3
- 230000004913 activation Effects 0.000 description 3
- 239000012530 fluid Substances 0.000 description 3
- 230000017525 heat dissipation Effects 0.000 description 3
- 239000003779 heat-resistant material Substances 0.000 description 3
- 239000000463 material Substances 0.000 description 3
- 230000007246 mechanism Effects 0.000 description 3
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 2
- 230000002238 attenuated effect Effects 0.000 description 2
- 238000001514 detection method Methods 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000005516 engineering process Methods 0.000 description 2
- 238000004880 explosion Methods 0.000 description 2
- 238000010438 heat treatment Methods 0.000 description 2
- 238000009434 installation Methods 0.000 description 2
- 239000007788 liquid Substances 0.000 description 2
- 239000002184 metal Substances 0.000 description 2
- 239000001301 oxygen Substances 0.000 description 2
- 229910052760 oxygen Inorganic materials 0.000 description 2
- 239000003507 refrigerant Substances 0.000 description 2
- 230000001743 silencing effect Effects 0.000 description 2
- 239000011358 absorbing material Substances 0.000 description 1
- 230000001133 acceleration Effects 0.000 description 1
- 230000001154 acute effect Effects 0.000 description 1
- 230000002411 adverse Effects 0.000 description 1
- 230000000903 blocking effect Effects 0.000 description 1
- 239000011449 brick Substances 0.000 description 1
- 239000000969 carrier Substances 0.000 description 1
- 239000000919 ceramic Substances 0.000 description 1
- 238000006243 chemical reaction Methods 0.000 description 1
- 238000007796 conventional method Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000011038 discontinuous diafiltration by volume reduction Methods 0.000 description 1
- 230000002708 enhancing effect Effects 0.000 description 1
- 230000005284 excitation Effects 0.000 description 1
- 239000011491 glass wool Substances 0.000 description 1
- 230000020169 heat generation Effects 0.000 description 1
- 238000009413 insulation Methods 0.000 description 1
- 239000012212 insulator Substances 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000003647 oxidation Effects 0.000 description 1
- 238000007254 oxidation reaction Methods 0.000 description 1
- 238000005086 pumping Methods 0.000 description 1
- 239000012495 reaction gas Substances 0.000 description 1
- 230000001172 regenerating effect Effects 0.000 description 1
- 230000009291 secondary effect Effects 0.000 description 1
- 239000007787 solid Substances 0.000 description 1
- 238000001179 sorption measurement Methods 0.000 description 1
- 238000005507 spraying 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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9445—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC]
- B01D53/9454—Simultaneously removing carbon monoxide, hydrocarbons or nitrogen oxides making use of three-way catalysts [TWC] or four-way-catalysts [FWC] characterised by a specific device
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B01—PHYSICAL OR CHEMICAL PROCESSES OR APPARATUS IN GENERAL
- B01D—SEPARATION
- B01D53/00—Separation of gases or vapours; Recovering vapours of volatile solvents from gases; Chemical or biological purification of waste gases, e.g. engine exhaust gases, smoke, fumes, flue gases, aerosols
- B01D53/34—Chemical or biological purification of waste gases
- B01D53/92—Chemical or biological purification of waste gases of engine exhaust gases
- B01D53/94—Chemical or biological purification of waste gases of engine exhaust gases by catalytic processes
- B01D53/9495—Controlling the catalytic process
-
- 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
- F01N1/00—Silencing apparatus characterised by method of silencing
- F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
- F01N1/084—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling the gases flowing through the silencer two or more times longitudinally in opposite directions, e.g. using parallel or concentric tubes
-
- 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
- F01N1/00—Silencing apparatus characterised by method of silencing
- F01N1/08—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling
- F01N1/089—Silencing apparatus characterised by method of silencing by reducing exhaust energy by throttling or whirling using two or more expansion chambers in series
-
- 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
- F01N13/009—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 two or more separate purifying devices arranged in series
-
- 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
- F01N13/009—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 two or more separate purifying devices arranged in series
- F01N13/0093—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 two or more separate purifying devices arranged in series the purifying devices are of the same type
-
- 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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/105—General auxiliary catalysts, e.g. upstream or downstream of the main catalyst
- F01N3/106—Auxiliary oxidation catalysts
-
- 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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/10—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust
- F01N3/18—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control
- F01N3/20—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by thermal or catalytic conversion of noxious components of exhaust characterised by methods of operation; Control specially adapted for catalytic conversion ; Methods of operation or control of catalytic converters
- F01N3/2006—Periodically heating or cooling catalytic reactors, e.g. at cold starting or overheating
- F01N3/2046—Periodically cooling catalytic reactors
-
- 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
- F01N5/00—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy
- F01N5/02—Exhaust or silencing apparatus combined or associated with devices profiting by exhaust energy the devices using heat
-
- 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
- F01N2230/00—Combination of silencers and other devices
-
- 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
- F01N2330/00—Structure of catalyst support or particle filter
- F01N2330/02—Metallic plates or honeycombs, e.g. superposed or rolled-up corrugated or otherwise deformed sheet metal
-
- 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
- F01N2330/00—Structure of catalyst support or particle filter
- F01N2330/06—Ceramic, e.g. monoliths
-
- 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
- F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
- F01N2410/02—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device in case of high temperature, e.g. overheating of catalytic reactor
-
- 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
- F01N2410/00—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device
- F01N2410/06—By-passing, at least partially, exhaust from inlet to outlet of apparatus, to atmosphere or to other device at cold starting
-
- 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
- F01N2470/00—Structure or shape of gas passages, pipes or tubes
- F01N2470/02—Tubes being perforated
-
- 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
- F01N2490/00—Structure, disposition or shape of gas-chambers
- F01N2490/02—Two or more expansion chambers in series connected by means of tubes
-
- 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
- F01N2490/00—Structure, disposition or shape of gas-chambers
- F01N2490/02—Two or more expansion chambers in series connected by means of tubes
- F01N2490/06—Two or more expansion chambers in series connected by means of tubes the gases flowing longitudinally from inlet to outlet in opposite directions
-
- 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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/02—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust
- F01N3/021—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for cooling, or for removing solid constituents of, exhaust by means of filters
-
- 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
- F01N3/00—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust
- F01N3/08—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous
- F01N3/0807—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents
- F01N3/0814—Exhaust or silencing apparatus having means for purifying, rendering innocuous, or otherwise treating exhaust for rendering innocuous by using absorbents or adsorbents combined with catalytic converters, e.g. NOx absorption/storage reduction catalysts
-
- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/10—Internal combustion engine [ICE] based vehicles
- Y02T10/12—Improving ICE efficiencies
Definitions
- the present invention relates to an exhaust device for an internal combustion engine having at least two flow paths that constitute an exhaust flow path connected to the internal combustion engine.
- the main flow path that interposes an exhaust treatment device
- this invention relates to an exhaust device including a bypass channel that is connected to both ends of the main channel and bypasses the exhaust treatment device.
- a start catalytic converter is used as an exhaust treatment device in order to minimize the emission of HC'NOx and the like due to early catalyst activation during cold-up, that is, immediately after the start of the internal combustion engine.
- Pre-converter is provided in the main flow path directly below the exhaust-hold, and a bypass flow path that bypasses the flow path after warm-up is provided, and a device that switches both flow paths by a valve mechanism is known.
- Patent Document 1 includes two valves, a catalyst valve that restricts the introduction of exhaust gas to a catalytic converter (pre-converter) that is an exhaust treatment device, and a bypass valve that restricts the introduction of exhaust gas into the bypass passage.
- pre-converter pre-converter
- bypass valve that restricts the introduction of exhaust gas into the bypass passage.
- two valves a catalyst valve and a bypass valve
- an electromagnetic actuator that opens and closes the catalyst valve
- a diaphragm actuator that opens and closes the bypass valve according to operating conditions as follows.
- Each of them is controlled independently. That is, when the internal combustion engine is heavily loaded (after warming up), the catalyst valve is closed and the bypass valve is open. On the other hand, when cold (warming up), the binos valve is closed and the opening of the catalyst valve is duty controlled.
- the catalyst valve is in the fully open position and the bypass valve is in the closed position.
- the catalyst valve is in the fully open position and the bypass valve is in the closed position during low and medium loads after warming up.
- Patent Document 2 relates to an exhaust gas recirculation device (EGR) that recirculates part of exhaust gas of an internal combustion engine to an intake passage as a conventional technique, using a variable valve timing mechanism.
- EGR exhaust gas recirculation device
- it also refers to the technology that raises the exhaust pressure by reducing the exhaust flow rate in order to activate the catalyst at an early stage, aiming to achieve a high level of both output and EGR amount.
- a device with a throttle valve provided downstream of the catalytic converter is disclosed.
- Patent Document 3 discloses a configuration relating to an exhaust noise reduction device in which a bypass passage is provided in the middle of an exhaust pipe on the upstream side of a catalyst and a switching valve is provided at an inlet portion thereof.
- Patent Document 4 discloses a bypass exhaust gas amount control means for controlling the amount of exhaust gas in accordance with the exhaust gas temperature, a volume portion having a predetermined capacity, in a no-pass passage that bypasses the exhaust purification device.
- An apparatus for reducing exhaust noise has been proposed.
- Patent Document 5 relates to a catalyst deterioration suppressing device, and it is proposed that a fuel cut is prohibited under a predetermined condition and an exhaust passage is restricted to secure an engine brake.
- the exhaust treatment device includes not only a catalyst device such as the above-described catalytic converter, but also a device such as an exhaust heat recovery device and a heat exchange device.
- the heat exchange and exhaust treatment are performed, and the requirements at that time are included in the exhaust treatment requirements together with the exhaust purification requirements described above.
- Patent Document 6 proposes an engine exhaust heat recovery device that actively promotes heat generation in a catalytic converter to increase the amount of exhaust heat, and the exhaust gas and heat transfer medium that have passed through the catalytic converter are proposed.
- An exhaust heat exchanger for exchanging heat between and is provided.
- a bypass path is provided for the exhaust heat exchange, and the path is switched by three exhaust path switching valves.
- Patent Document 7 proposes a heat recovery device for an internal combustion engine that recovers thermal energy with high efficiency without causing a decrease in the output of the internal combustion engine
- FIG. 8 shows a flow that bypasses the heat exchange section.
- a valve is provided in the road is shown. This knob is closed by the urging means when the exhaust gas is below a predetermined flow rate, and opens at an opening proportional to the exhaust gas amount when the exhaust gas boosts tl above the predetermined flow rate. Has been.
- Patent Document 8 focuses on constricting the exhaust passage by using an exhaust control valve that controls the inflow of exhaust gas into the exhaust branch passage in order to increase the back pressure of the internal combustion engine.
- an exhaust system for an internal combustion engine that can perform various controls with two exhaust control valves. Dressing up The exhaust control valve and at least a pair of exhaust gas discharge ports are provided at the outlet of the exhaust passage connected to the engine exhaust port, and the exhaust control valve allows the exhaust gas flowing out from the outlet of the exhaust passage to There are at least three positions: a position where the exhaust gas flows into the gas exhaust port, a position where the exhaust gas flowing out from the exhaust passage outlet flows into the other exhaust gas exhaust port, and a position where the exhaust passage outlet is almost fully closed. Can be controlled.
- Patent Document 1 Japanese Patent Laid-Open No. 9 125940
- Patent Document 2 Japanese Patent Laid-Open No. 2003-83142
- Patent Document 3 Japanese Patent Application Laid-Open No. 2002-303164
- Patent Document 4 JP-A-9-88568
- Patent Document 5 Japanese Patent Laid-Open No. 2002-256863
- Patent Document 6 Japanese Unexamined Patent Application Publication No. 2004-169594
- Patent Document 7 Japanese Unexamined Patent Publication No. 2000-64833
- Patent Document 8 Japanese Patent Laid-Open No. 2001-12260
- the control according to the operating conditions by the above-described apparatus is also applied to the output requirements (performance requirements, back pressure requirements) of the internal combustion engine, the exhaust purification requirements (catalyst warm-up requirements) by the catalytic device such as the pre-converter
- the control is biased to one or two of the three requirements of the silencing requirements for the exhaust of an internal combustion engine. For example, when the load is high (after warming up), the catalyst valve is closed, and exhaust gas is passed to the preconverter that has acoustic resistance and functions as a silencer. Since it is not installed at all, the exhaust noise becomes louder, resulting in a difference in volume between cold and warm, sacrificing the requirements for noise reduction.
- the output requirement is sacrificed because the bypass valve is closed during low and medium loads after warming up.
- Patent Document 6 a bypass flow path is provided for heat exchange and a conventional sub-muffler is provided, so that a certain amount of noise reduction is ensured by heat exchange ⁇ Will be lacking.
- Patent Document 7 has a structure in which the no-pass channel functions as a muffler.
- the device is large in order to ensure the necessary silence level, there is sufficient installation space. Necessary. For example, a device placed under the floor of a vehicle cannot provide a sufficient amount of installation space, and thus a necessary amount of noise reduction cannot be ensured.
- the exhaust treatment device is a heat recovery device, it should be suitable for all of the output requirements of the internal combustion engine, the exhaust treatment requirements of the heat recovery device, and the silencing requirements for the exhaust of the internal combustion engine even with a simple configuration. Is desired.
- Patent Document 8 discloses an exhaust device that performs various controls using a single exhaust control valve, but this restricts the exhaust passage in order to increase the back pressure of the internal combustion engine. Yes, three positions are selected: a position where exhaust gas flows into one exhaust gas discharge port, a position where exhaust gas flows into the other exhaust gas discharge port, and a position where the outlet of the exhaust passage is almost fully closed. Therefore, it is not possible to appropriately meet all of the output requirements of the internal combustion engine, the exhaust processing requirements by the heat recovery device, and the silencing requirements for the exhaust of the internal combustion engine.
- the present invention provides an exhaust device for an internal combustion engine that includes at least two flow paths that constitute an exhaust flow path connected to the internal combustion engine, and performs flow path switching by a single valve member, respectively. It is an object of the present invention to provide an exhaust device capable of appropriately adjusting the flow path area. In particular, in an exhaust system of an internal combustion engine having a main flow path that interposes an exhaust treatment apparatus and a bypass flow path that bypasses the exhaust treatment apparatus, the main flow path and the bypass flow path are separated by a single valve member. It is an object of the present invention to provide an exhaust device capable of switching between the channels and appropriately adjusting each channel area.
- the present invention provides an exhaust system capable of appropriately responding to all of the output requirements of the internal combustion engine, the exhaust processing requirements of the exhaust processing device, and the silencing requirements for the exhaust of the internal combustion engine in the exhaust system of the internal combustion engine. It is an object to provide an apparatus.
- the present invention provides an exhaust device for an internal combustion engine having at least two flow paths constituting an exhaust flow path connected to the internal combustion engine. With the communication selected, a single valve member for continuously setting the channel area of the one channel is provided.
- one of the two flow paths is a main flow path
- the other of the two flow paths is a bypass flow path that is connected to both ends of the main flow path.
- the bypass flow path and the main flow path An exhaust treatment device is interposed in at least one of the two, and the single valve member is disposed on one of the upstream side and the downstream side of the exhaust treatment device.
- the channel area of the one channel may be set continuously in a state where one of the channel and the bypass channel is selected.
- the exhaust treatment device is interposed in the main flow channel, both ends of the bypass flow channel are connected to the main flow channel so as to bypass the exhaust treatment device, and the upstream side of the exhaust treatment device is connected.
- the single valve member may be disposed on one of the downstream side and the downstream side.
- the exhaust treatment device includes not only a catalyst device but also an exhaust heat recovery device, a heat exchange device, a silencer, and the like.
- the single valve member may be configured such that when the main flow path has a maximum flow area and the bypass flow path is closed, the valve member starts to operate.
- the main flow path is continuously reduced according to the continuous movement of the main flow path, and the bypass flow path is kept closed until the main flow path reaches the first flow path area.
- the flow passage area of the flow passage is continuously expanded, the bypass flow passage is in the maximum flow passage area state, and the main flow passage is in the closed state force.
- the operation of the valve member is started.
- the flow passage area of the bypass flow passage is continuously reduced, and the main flow passage is maintained until the bypass flow passage reaches the second flow passage area.
- the flow passage area of the main flow passage may be continuously expanded.
- the first flow path area may be set to a minimum required flow path area for the exhaust treatment device, and the second flow path area may be set to substantially zero.
- the exhaust treatment device may be a start catalyst converter disposed immediately after the internal combustion engine, and the single valve member may be disposed downstream of the start catalyst converter.
- the single valve member is formed of a valve body having a fan-shaped cross section, and is rotatable to a connecting portion between the main flow path and the bypass flow path with a main portion of the valve body as an axis. It is preferable that the outer peripheral wall surface of the valve body is slidably disposed on the inner wall surface of the main channel and the inner wall surface of the bypass channel.
- the present invention also provides a main flow path that constitutes an exhaust flow path connected to the internal combustion engine and interposes the exhaust treatment device, and both ends of the main flow path are connected in communication to bypass the exhaust treatment device.
- An exhaust device for an internal combustion engine having a bypass flow path, wherein the main flow path and the bypass are disposed on one of an upstream side and a downstream side of the exhaust treatment device.
- the single valve member may be configured such that when the main flow path has a maximum flow area and the bypass flow path is closed, the valve member starts to operate.
- the main flow path is continuously reduced according to the continuous movement of the main flow path, and the bypass flow path is kept closed until the main flow path reaches the first flow path area.
- the bypass flow passage is in the maximum flow passage area state, and the main flow passage is in the closed state force.
- the channel area of the bypass channel The main flow path is continuously expanded after the main flow path is closed until the bypass flow path reaches the second flow path area. It may be configured as follows.
- control means is adapted to meet all requirements of the output requirement of the internal combustion engine, the exhaust treatment requirement by the exhaust treatment device, and the silencing requirement for the exhaust of the internal combustion engine according to the operating state of the internal combustion engine.
- the single valve member may be driven and controlled.
- the control means prioritizes exhaust gas purification requirements by the catalyst device when the internal combustion engine is cold, and conforms to the exhaust gas purification requirements.
- the single valve member is driven and controlled to adjust the flow passage area of the main flow passage, and after the internal combustion engine is warmed up, the flow passage is switched to the bypass flow passage, and the output requirement.
- the single valve member may be driven and controlled to adjust the flow passage area of the bypass flow passage so as to meet the silencing requirement.
- the catalytic device may be a start catalytic converter disposed immediately after the internal combustion engine, and the single valve member may be disposed downstream of the start catalytic converter.
- the flow channel area can be set arbitrarily and continuously with one flow channel selected.
- the flow channel area can be adjusted appropriately.
- the flow path can be switched between the main flow path and the bypass flow path, and the area of each flow path can be adjusted appropriately.
- the internal combustion engine's cold power can be consistently handled until after the warm-up, all the output requirements of the internal combustion engine, the exhaust treatment requirements by the exhaust treatment device, and the silencing requirements for the exhaust of the internal combustion engine.
- it can be easily and appropriately applied to a start catalytic converter.
- the single valve member can be configured easily and inexpensively if it is provided with a valve body having a sectional fan shape. And a small and inexpensive device.
- the single valve member and the control means can appropriately cope with all the output requirements of the internal combustion engine, the exhaust treatment requirements by the exhaust treatment device, and the silencing requirements for the exhaust of the internal combustion engine. Can also respond appropriately. Then, the priority of each requirement in the operating state of the internal combustion engine is set, and optimal flow path switching and flow path area adjustment are performed sequentially to meet the output requirements, exhaust treatment requirements (exhaust purification requirements), and silencing requirements. Exhaust control suitable for all can be performed smoothly and reliably. In particular, the start catalytic converter can be controlled easily and appropriately.
- FIG. 1 is an enlarged sectional view showing a part of an exhaust device according to an embodiment of the present invention.
- FIG. 2 is a cross-sectional view showing an operating state of a valve member in an embodiment of the present invention.
- FIG. 3 is a cross-sectional view showing the operating state of the valve member in one embodiment of the present invention.
- FIG. 4 is a cross-sectional view showing the operating state of the valve member in one embodiment of the present invention.
- FIG. 5 is a cross-sectional view showing the operating state of the valve member in one embodiment of the present invention.
- FIG. 6 is a cross-sectional view showing the operating state of the valve member in one embodiment of the present invention.
- FIG. 7 is a cross-sectional view showing the operating state of the valve member in one embodiment of the present invention.
- FIG. 8 is an enlarged cross-sectional view showing a part of an exhaust device according to another embodiment of the present invention.
- FIG. 9 is a cross-sectional view showing an operating state of a specific configuration example of a valve member according to an embodiment of the present invention.
- FIG. 10 is a cross-sectional view showing an operating state of a specific configuration example of a valve member according to an embodiment of the present invention.
- FIG. 11 is a cross-sectional view showing an operating state of a specific configuration example of a valve member according to an embodiment of the present invention.
- FIG. 12 is a cross-sectional view showing an operating state of a specific configuration example of a valve member according to an embodiment of the present invention.
- FIG. 13 is a cross-sectional view showing a cross section along line AA in FIG.
- FIG. 14 is a cross-sectional view showing a cross section along line BB in FIG.
- FIG. 15 is an enlarged sectional view showing a part of an exhaust device according to still another embodiment of the present invention. is there.
- FIG. 16 is an enlarged sectional view showing a part of an exhaust device according to another embodiment of the present invention.
- FIG. 17 is a cross-sectional view showing a configuration example of a valve body used for the exhaust device of the present invention.
- FIG. 18 is a cross-sectional view showing a configuration example of a valve body used in the exhaust device of the present invention.
- FIG. 19 is a cross-sectional view showing a configuration example of a valve body used for the exhaust device of the present invention.
- FIG. 20 is a cross-sectional view showing a configuration example of a valve body used in the exhaust device of the present invention.
- FIG. 21 is a cross-sectional view showing an overall configuration in which an exhaust system according to an embodiment of the present invention is mounted on an internal combustion engine.
- FIG. 22 is a flowchart showing control of a valve member according to one embodiment of the present invention.
- FIG. 23 is an enlarged partial cross-sectional view showing a part of an exhaust device applied to an exhaust heat recovery device as an exhaust treatment device according to another embodiment of the present invention.
- FIG. 24 is a flowchart showing control of a valve member according to another embodiment of the present invention.
- FIG. 25 is a drawing showing an example of a classification of an engine load region used in another embodiment of the present invention.
- FIG. 26 is a partial sectional view showing, in an enlarged manner, a part of an exhaust device in which an exhaust treatment device is interposed in each of a main flow path and a bypass flow path as another embodiment of the present invention.
- FIG. 27 is a cross-sectional view showing another configuration example of the valve member in FIG.
- FIG. 28 is a partial cross-sectional view showing, in an enlarged manner, a part of an exhaust device applied to adjusting the flow path of exhaust gas circulated through an EGR cooler as still another embodiment of the present invention.
- FIG. 29 is an enlarged partial cross-sectional view showing a part of an exhaust device in which the valve member of the present invention is applied to the exhaust gas flow path adjustment to the muffler.
- FIG. 30 is an enlarged partial cross-sectional view of a part of an exhaust device in which the valve member of the present invention is applied to exhaust gas flow path adjustment to another muffler.
- FIG. 1 shows an enlarged main configuration of an exhaust device for an internal combustion engine according to an embodiment of the present invention.
- FIG. 21 shows an overall configuration of the exhaust device.
- the upstream exhaust pipe UP connected to the internal combustion engine EG is branched into a main flow path 1 and a bypass flow path 2, and A start catalytic converter 3 (hereinafter referred to as a pre-converter 3), which is a catalytic device constituting the exhaust treatment apparatus of the invention, is interposed.
- a start catalytic converter 3 hereinafter referred to as a pre-converter 3
- the exhaust pipe UP is connected to a main catalytic converter 4 (hereinafter referred to as main converter 4), and its rear end is fitted and fixed to the silencer 6, thereby constituting a main muffler MM.
- main converter 4 main catalytic converter 4
- the main muffler MM is connected to the sub muffler SM at the rear of the vehicle via the exhaust pipe DP.
- oxygen sensors S1 and S2 are disposed at the position shown in FIG. 21, for example.
- the exhaust pipe UP of the present embodiment has a configuration in which a bent tubular main flow path 1 is connected to a straight tubular bypass flow path 2.
- This is an embodiment in which both ends of the binos flow path 2 are connected to the flow path 1 so as to bypass the pre-converter 3, and the bent tubular bypass flow path 2 is connected to the straight tubular main flow path 1.
- a configuration may be adopted (an example of this is shown in FIG. 16 and will be described later).
- the performance of the internal combustion engine EG is improved by lowering the back pressure during bypass, and as shown in FIG. 1, a substantially straight line is formed between the branch portion on the bypass flow path 2 side and the merge portion. ing.
- the pre-converter 3 has a small capacity, is activated early (that is, reaches the catalyst operating temperature), and is configured to exhibit a purification function even when the internal combustion engine EG is cold !,
- the main converter 4 is connected to the exhaust pipe UP on the downstream side of the reconverter 3, and the high temperature reaction gas discharged from the brick converter 3 flows into the main converter 4 and contributes to its early activation.
- the pre-converter 3 for example, it is preferable to achieve heat insulation between the inner and outer layers and reduce the heat mass of the inner layer by a double structure or the like.
- a single valve member 5 is disposed on the downstream side of the pre-converter 3.
- the valve member 5 of the present embodiment includes a valve body 5b having a sectional fan shape, and is pivotally supported by a connecting portion between the main flow path 1 and the bypass flow path 2 with a main portion of the valve body 5b as a shaft 5c.
- the outer peripheral wall surface 5a of the valve body 5b is slidably disposed on the inner wall surface of the main channel 1 and the inner wall surface of the bypass channel 2.
- the outer surface 51 on the main flow path 1 side of the valve member 5 is
- the main flow path 1 is continued according to the continuous movement (rotational movement) of the valve member 5.
- the main channel 1 reaches the first channel area (in FIG. 1, the outer surface 51 of the valve member 5 reaches an angle ⁇ 1 with respect to the vertical surface of the exhaust pipe UP).
- the bypass channel 2 is kept closed, the channel area of the bypass channel 2 is continuously expanded.
- the valve member 5 is in a state where the bypass channel 2 has the maximum channel area and the main channel 1 is closed (as indicated by a two-dot chain line in FIG. 1).
- the bypass flow path 2 is changed according to the continuous movement (rotational movement) of the valve member 5. While the flow path area is continuously reduced, until the binos flow path 2 reaches the second flow path area (in FIG. 1, the outer surface 52 of the valve member 5 is at an angle ⁇ with respect to the vertical plane of the exhaust pipe UP). 2 (until reaching the position where 90 ° ⁇ 1 is formed), the main flow path 1 is configured to be continuously expanded after the main flow path 1 is kept closed.
- the flow path switching (opening / closing) between the main flow path 1 and the bypass flow path 2 is performed, and the flow area adjustment of each of the main flow path 1 and the bypass flow path 2 is performed. It is composed.
- the flow path area of the main flow path 1 can be variably adjusted within the range of the rotation angle ⁇ m of the valve member 5, and the flow path area of the bypass flow path 2 is equal to the rotation angle ⁇ b of the valve member 5. Modifiable by range It is configured so that it can be adjusted.
- the first flow path area described above (the flow path area when the outer surface 51 of the valve member 5 is positioned at the angle ⁇ 1) corresponds to the minimum required flow path area for the pre-converter 3 and will be described later.
- the valve member 5 is connected to an actuator ACT, and is driven and controlled by the electronic control unit ECU as control means of the present invention via the actuator ACT in accordance with the operating state of the internal combustion engine EG.
- the actuator ACT has, for example, a step motor (not shown), which is precisely rotated or held and fixed by the electronic control unit ECU.
- the electronic control unit ECU operates the internal combustion engine EG based on the detection signals of various sensors (pressure sensor, water temperature sensor, rotation sensor, accelerator position sensor, etc.) including the oxygen sensors S1 and S2 (Fig. 21).
- the electronic control unit ECU allows the output requirement (performance requirement) of the internal combustion engine EG, the exhaust gas purification requirement by the pre-converter 3, etc., and the exhaust of the internal combustion engine EG according to the operating state of the internal combustion engine EG.
- the valve member 5 is driven and controlled so as to meet all the requirements of the silencing requirement for.
- the valve member 5 is driven and controlled so that the exhaust purification requirements by the pre-converter 3 and the like are prioritized to meet the exhaust purification requirements.
- the flow is switched to the bypass flow path 2 and the valve member 5 is driven and controlled so as to meet the output requirements and the silencing requirements. Road area is adjusted.
- the operation of the exhaust device of the present embodiment will be sequentially described according to the operating state of the internal combustion engine EG.
- the bypass flow path 2 is closed by the valve member 5 as shown in FIG. 2, and the exhaust flow path is the main flow path 1. To the side. Accordingly, all of the exhaust gas is introduced into the main flow path 1, processed by the pre-converter 3, and then processed by the main converter 4.
- the flow passage area of the main flow passage 1 is adapted to meet the output requirements and the silencing requirements by driving the valve member 5 while the bypass flow passage 2 is maintained in the closed state. Is adjusted.
- the gap b between the valve member 5 and the main flow path 1 in FIG. 3 is wider than the gap a between the valve member 5 and the main flow path 1 in FIG.
- the road area is adjusted to be large.
- the “flow rate adjusting function” by the valve member 5 is exhibited.
- the gap a between the valve member 5 and the main flow path 1 in FIG. 2 is narrower than the gap b between the valve member 5 and the main flow path 1 in FIG.
- the flow path area is adjusted to be small.
- the “throttle function” by the valve member 5 is exhibited as compared with the state of FIG. 3, and the back pressure is adjusted by this. Since the valve member 5 can be driven steplessly, the flow passage area of the main flow passage 1 can be arbitrarily set in a state where the bypass flow passage 2 is maintained in a closed state, not limited to the state shown in FIGS. Can be adjusted.
- the back pressure adjustment and the flow rate adjustment can be performed arbitrarily and continuously according to the output requirement and the silencing requirement. For example, to increase the back pressure (pressure loss) and activate the reaction in the preconverter 3, or increase the internal EGR amount in the internal combustion engine EG to increase the exhaust gas temperature and promote early activation, as shown in Fig. 2.
- the flow channel area may be set relatively small (that is, the restriction ratio may be relatively large).
- a relatively small channel area that is, a relatively large throttle rate
- a relatively small throttle rate is also effective in enhancing the silencing effect.
- the output of the internal combustion engine EG decreases as a contradiction, it is important to set up a control map that takes into account the lance.
- the driver's operation state (accelerator position, acceleration And a map that can be set according to the vehicle condition.
- FIG. 4 to FIG. As shown in FIG. 6, the main flow path 1 is closed by the valve member 5, and the exhaust flow path is switched to the bypass flow path 2 side. Accordingly, all of the exhaust gas is introduced into the no-pass channel 2 and introduced into the main converter 4 as it is.
- the flow path area of the bypass flow path 2 is adjusted so as to meet the output requirements and the silencing requirements by driving the valve member 5 while the main flow path 1 is maintained in the closed state. Adjusted. For example, as shown in Fig. 4 (gap c) or Fig. 5 (gap d), the channel area of bypass channel 2 is adjusted to be smaller than the maximum channel area shown in Fig. 6 (gap e). Is done.
- the bypass flow path 2 is utilized because the output requirements of the internal combustion engine EG may be prioritized even at low and medium loads (rotations). That is, after the internal combustion engine EG is warmed up, all exhaust gas is introduced into the bypass flow path 2, and the valve member 5 is driven based on map control that takes into account the output requirements and the silencing requirements of the internal combustion engine EG. As a result, the flow path area that is optimal for the operation state of the bypass flow path 2 is secured sequentially (in real time).
- the noise reduction requirement is given priority over the output requirement of the internal combustion engine EG so that the flow area of the bypass flow path 2 at that time is smaller than its maximum flow area ( Set in the direction of narrowing the flow path).
- the flow passage area of the bypass flow passage 2 is appropriately increased (the amount of restriction is reduced), or the maximum flow passage area is increased as shown in FIG. Force for interrupting control to be performed
- the cross-sectional area of the bypass flow passage 2 (ie, the maximum flow rate) is simply determined by the internal combustion engine EG Output requirements If the setting is based on the maximum value of, the problem that the output requirement cannot be satisfied due to insufficient flow at high load (rotation) is solved. That is, the cross-sectional area of the bypass channel 2 is set based on the output requirement, and the silencing requirement can be dealt with by restricting the bypass channel 2 by the valve member 5.
- the sound is silenced by positively controlling the restriction of the bypass flow path 2, so that it is not necessary to provide a large-capacity silencer at the subsequent stage as in the prior art.
- the muffler of the degree shown in Fig. 21 is sufficient (the main muffler MM is formed in a small size with the capacity of the conventional sub muffler), so that the mountability to the vehicle is remarkably improved and the weight and cost are reduced. Is also possible.
- the flow path area of the main flow path 1 is adjusted by driving the valve member 5 so as to secure the minimum required flow path area for the internal combustion engine EG.
- an engine brake is generated when an accelerator pedal (not shown) is released, and a larger engine brake is generated when a fuel cut is performed according to the driving conditions.
- the internal combustion engine EG rotates (motoring) without causing an explosion, so that some inflatable air is discharged to the pre-converter 3 side.
- air column resonance (standing wave) is generated in the pre-converter 3 shown in FIG.
- valve member 5 The throttle control of the main flow path 1 by the function works effectively. That is, it is possible to forcibly prevent the input from the excitation source (the pulsating wave caused by the expandable air) from flowing to the wake, and to perform this at the upstream position immediately after the internal combustion engine EG. It is possible to prevent the generation of abnormal noise during deceleration.
- the air itself needs to be discharged to avoid the stop of the internal combustion engine EG, the main flow path 1 cannot be fully closed by the valve member 5, and the minimum required flow area (maximum It is necessary to secure a small gap f).
- the pre-converter 3 is also an acoustic resistor, it contributes to attenuation of the pulsating wave.
- a large-capacity low-frequency resonance chamber (usually in the rear main muffler) must be provided in order to eliminate the low-frequency deceleration noise described above. According to the form, this is also unnecessary, and the space and weight for that can be saved. Furthermore, the air flow itself is controlled by this deceleration control.
- the deceleration control by the valve member 5 is used as an auxiliary braking means, and other control devices such as a vehicle stability control device (VSC), a brake control device (ABS, etc.), a drive system control device, and the like. It can also be used for cooperative control with a regenerative brake control device or the like.
- VSC vehicle stability control device
- ABS brake control device
- a drive system control device and the like. It can also be used for cooperative control with a regenerative brake control device or the like.
- valve member 5 secures a desired flow path area according to the operation state at that time. Return control is immediately performed to the position to obtain. Further, during deceleration without intentionally performing fuel cut, the above-described control during deceleration (exhaust throttle) by the valve member 5 is particularly effective as a means for compensating the engine brake amount. Furthermore, this pre-deceleration control cools the pre-converter 3 that has become hot during the warm-up process, which is also effective for preventing deterioration when not in use.
- FIG. 8 shows another embodiment of the present invention, in which a volume 7 (a volume portion including an expansion element and a reduction element) is disposed in the main flow path 1 immediately below the pre-converter 3.
- This volume 7 has a volume (a volume part having an expansion element and a reduction element) disposed between the two catalyst carriers of the pre-converter 3 and the main converter 4, thereby enabling output and purification of the internal combustion engine.
- a muffler effect attenuation
- a noise reduction effect can be exerted against an increase in abnormal noise associated with variable valve timing control.
- FIGS. 9 to 14 show a specific configuration example of the valve member 5 and its surroundings.
- FIGS. 9 to 12 show a T-shaped joint JT that constitutes a connecting portion (merging portion) between the main flow path 1 and the bypass flow path 2 shown in FIGS. 4 to 7, respectively, and is disposed therein.
- FIG. 13 and FIG. 14 show the AA cross section and the BB cross section in FIG. 12, respectively.
- the joint JT is a forged part made of high heat-resistant material, or a sheet metal part, which may be formed integrally or as an assembly structure with multiple members. It is necessary to ensure the operational reliability of 5.
- the connecting portion of the main flow path 1 and the bypass flow path 2 in the present embodiment has a substantially rectangular flow path cross section as shown in FIGS. 13 and 14, and the valve member 5 is slidably in contact therewith. Is disposed.
- the valve body 5b constituting the valve member 5 is a columnar fan-shaped column body made of a high heat-resistant material, and has substantially rectangular outer surfaces 51 and 52 formed therein.
- the outer peripheral wall surface 5a of the valve body 5b is also substantially rectangular in a side view, and is slidably disposed on the inner wall surface of the main flow path 1 and the inner wall surface of the bypass flow path 2.
- the inner wall surface lb of the opening to the bypass channel 2 of the main channel 1 is formed into a curved surface that fits the outer peripheral wall surface 5a of the valve body 5b.
- the valve body 5b may be formed integrally, as an assembly structure with a plurality of members, or as a solid or hollow structure.
- the valve body 5b is not limited to a column having a fan-shaped cross section, and may have any shape as long as it has a function of switching a channel and adjusting a channel area.
- the drive type is not limited to the rotational drive, and a reciprocating spool valve or a sliding three-way valve may be used.
- An essential part of the valve body 5b is provided with a shaft 5c.
- the shaft 5c extends outside the joint JT as shown in FIG. 14, and is supported so as to be rotationally driven by the aforementioned actuator ACT. .
- the shaft 5c can be used for the airtight support structure of the shaft 5c and the seal structure of the existing exhaust system valve body structure for the valve body 5b and the joint JT. Insulating means may be interposed between the two.
- a means for forcibly cooling the valve body 5b, the shaft 5c, and the joint JT may be provided.
- the cooling means include a heat sink structure and external cooling air application. There are means such as internal recirculation of refrigerant.
- valve member 5 in the embodiment shown in FIGS. 1 to 14 is disposed at the junction of the main flow path 1 and the bypass flow path 2, that is, downstream of the pre-converter 3. Separately arranged force Depending on the design circumstances, as shown in Fig. 15, it may be arranged at the branch of main flow path 1 and bypass flow path 2, that is, upstream of pre-converter 3. Good.
- FIGS. 1 to 15 has a configuration in which a bent tubular main flow path 1 and a straight tubular bypass flow path 2 interposing the pre-converter 3 are connected in communication.
- a bent tubular bypass channel 2 may be connected to the straight tubular main channel 1 in communication. That is, in the embodiment shown in FIG. 16, the pre-converter 3 is disposed in the straight tubular main flow path 1, and the valve member 5 is a branch portion of the main flow path 1 and the bypass flow path 2 as in FIG. Arranged upstream of the pre-converter 3. Furthermore, in FIG.
- a heat sink-like heat dissipation part 8 is provided on the outer peripheral surface of the flow path 2 to cool the exhaust gas passing through the bypass flow path 2 and lower the temperature of the exhaust gas flowing into the main converter 4 on the downstream side thereof. It is configured to let you. If the heat dissipation device and forced cooling means (not shown) are provided, the exhaust gas temperature in the main converter 4 can be further lowered.
- a flow path may be provided in the valve body 5b and the shaft 5c to recirculate the refrigerant (for example, cooling water of the internal combustion engine EG).
- a water jacket-like channel (not shown) may be provided in the joint JT.
- FIGS. 17 to 20 show other forms of the valve body used for the valve member of the present invention.
- Each of the valve bodies 5v, 5w, 5x and 5y is made of a high heat resistant material and has various cross sections. However, there are two outer surfaces corresponding to an outer surface 51 that opens and closes the main flow path 1 and an outer surface 52 that opens and closes the bypass flow path 2 in the valve member 5 described above. It functions in the same way as the valve body 5b with a fan-shaped cross section. That is, each of the valve bodies 5v, 5w, 5x, and 5y is formed by separating the outer surface that substantially opens and closes the main flow path 1 and the outer surface that substantially opens and closes the bypass flow path 2.
- each valve body is configured to cause a delay (or advance) in the opening and closing of the flow path by each outer surface.
- the flow path area of the main flow path 1 can be variably adjusted within the range of the rotation angle ⁇ m of the valve member 5, as shown in FIG. 1, by any of the valve bodies 5v, 5w, 5x and 5y.
- the flow path area of the bypass flow path 2 can be variably adjusted within the range of the rotation angle ⁇ b of the valve member 5.
- valve body 5v in FIG. 17 is configured such that two plate members are joined with an acute angle to form a V-shaped cross section.
- valve body 5w in FIG. 18 is configured such that a plate material having an arc cross section is joined to the tip of the plate material to form a substantially L-shaped cross section.
- valve body 5x in FIG. 19 is configured such that another plate member is joined to the middle of the plate member to form a T-shaped cross section.
- the valve body 5y in FIG. 20 is formed of a triangular prism having a triangular cross section.
- any of these valve bodies has an outer surface that substantially opens and closes the flow path relative to the main flow path 1, and an outer surface that substantially opens and closes the flow path relative to the bypass flow path 2.
- the side surfaces are formed apart from each other, and as a result, the above-described channel switching function and channel area adjusting function are provided.
- the single integrated valve member 5 having the flow path switching function and the flow path area adjustment function performs optimal integrated control in consideration of the exhaust purification requirement, the output requirement, and the silencing requirement. However, this can be summarized as follows from the viewpoint of the control system.
- the bypass flow path 2 is closed, and the main flow path 1 is subjected to trade-off control between the exhaust purification requirement (catalyst carrier temperature increase) and the output requirement.
- the main flow path 1 is closed and the bypass flow path 2 performs trade-off control between the output requirements and the silencing requirements.
- step 101 it is determined whether or not an idling switch (not shown) is turned on. If not, the process proceeds to step 102, and the valve member 5 is held in its original position. That is, the bypass flow path 2 is closed and the main flow path 1 is opened at the minimum opening. If it is determined in step 101 that the idling switch is on, then in step 103, the engine cooling water temperature is compared with a predetermined temperature. When the engine cooling water temperature is lower than the predetermined temperature, the flow proceeds to the flow path control in step 104, the bypass flow path 2 is closed, and the main flow path 1 is duty-controlled by the actuator ACT based on the map Ml.
- an idling switch not shown
- This map Ml is based on the duty control of the actuator ACT so that the valve member 5 has an optimum opening degree by giving priority to either the early temperature rise of the catalyst carrier (exhaust gas purification requirement) or the engine output requirement according to the vehicle condition. For example, it is set so that the flow rate of the main flow path 1 is adjusted according to the engine speed and the accelerator opening.
- step 105 When it is determined in step 103 that the engine coolant temperature has exceeded a predetermined temperature, it is further determined in step 105 whether or not a fuel cut is in progress. If it is determined in step 105 that the fuel cut is in progress, the flow proceeds to the flow path control in step 106, the bypass flow path 2 is closed, and duty control is performed on the main flow path 1 based on the map M2.
- This map M2 controls the duty of the actuator ACT so that the opening degree is optimal according to the required amount of pumping loss during engine braking. This is also the main flow path according to the engine speed and the opening degree. The flow rate of 1 is set to be adjusted.
- step 1 Proceeding to the flow path control of 07, the main flow path 1 is closed, and duty control is performed on the bypass flow path 2 based on the map B1.
- This map B1 performs duty control of the actuator ACT so that the valve member 5 has the optimum opening degree by giving priority to either the silencing requirement or the engine output requirement according to the vehicle state. It is set so that the flow rate of bypass channel 2 is adjusted according to the rotation speed and accelerator opening!
- the noise reduction effect can be increased by reducing the flow path area and applying back pressure, while the engine output can be increased by increasing the flow path area and reducing the back pressure. Since these are trade-offs by the parameter “back pressure”, they can be appropriately balanced according to the vehicle condition.
- the catalyst carrier used for the pre-converter 3 and the main converter 4 is not only a catalyst catalyst carrier in a narrow sense such as a three-way catalyst, HC or NOx adsorption catalyst, oxidation catalyst, Filters such as diesel, particulate filter (DPF) are also included.
- the material of the holding cushioning member which may be ceramic or metal, is optional.
- it is optional to install additional components such as a heater, a liquid spraying device, various sensors, and a heat insulator. It is also possible to use a heat dissipation promotion structure or a positive cooling structure.
- the type, number of cylinders and mounting style of the internal combustion engine EG are also arbitrary.
- FIG. 23 a heat exchanger 7 is interposed in the main flow path 1 instead of the pre-converter 3 as an exhaust treatment device.
- a heat transfer medium is continuously introduced from an upstream pipe (not shown) through an inlet 7a, and the main flow is The exhaust gas in path 1 is cooled. Then, the medium that has absorbed the heat of the exhaust gas is discharged from the outlet 7b, and is supplied to a desired portion that requires heat, such as a heating device or various oil warmers.
- the heat of the exhaust gas is positively transmitted to the heat transfer medium by a fluid resistor (not shown) such as a fin formed in the heat exchanger 7, Exhaust energy is reduced by the fluid resistance, and is silenced. And, since it can be ensured by adjusting the flow path by the valve member 5 at the time of bypassing the volume reduction force comparable to this, it is not necessary to provide a sub-muffler in the non-pass flow path 2.
- step 201 it is determined whether an idling switch (not shown) is on. If the idle switch is not turned on, the routine proceeds to step 202 where the valve member 5 is held in the original position, the no-pass passage 2 is closed, and the main passage 1 is opened at the minimum opening. State. If it is determined in step 201 that the idling switch is on, then in step 203, the engine coolant temperature is compared with a predetermined temperature. When the engine cooling water temperature is lower than the predetermined temperature, the flow proceeds to step 204, where the main passage 1 is closed and the bypass passage 2 is duty controlled by the actuator ACT based on the map M3.
- This map M3 is used to perform duty control of the actuator ACT so that the valve member 5 has the optimum opening degree by giving priority to either the muffling requirement or the engine output requirement according to the vehicle state.
- the flow rate of the main flow path 1 is set to be adjusted according to the engine speed and the accelerator opening.
- step 203 When it is determined in step 203 that the engine coolant temperature has exceeded a predetermined temperature, the necessity of heat recovery is further determined in step 205. If it is determined in step 205 that heat recovery is necessary, the flow proceeds to the flow path control in step 206, the bypass flow path 2 is closed, and the main flow path 1 is duty-controlled based on the map M4. This map M4 is for duty-controlling the back pressure so as to obtain a desired heat recovery amount according to the vehicle state.
- the flow rate of the valve member 5 is intentionally adjusted so that the contact time of the exhaust gas to the fluid resistor such as the fin (heat exchange time) is increased. You can do it.
- step 207 Proceeding to flow path control, the main flow path 1 is closed, and duty control is performed on the bypass flow path 2 based on the map B2.
- This map B2 is for performing duty control of the actuator ACT so that the valve member 5 has the optimum opening degree by giving priority to either the muffling requirement or the engine output requirement according to the vehicle state.
- FIG. The opening degree is set according to the area shown in. That is, as shown in FIG. 25, the load area is divided according to the engine speed and the engine load, and in the high load area, the engine output performance is prioritized over the noise reduction and the optimum opening degree (flow area) is set. On the other hand, in the low-load region, noise reduction (by applying back pressure) is prioritized over engine output performance, and the optimum opening (flow area) is set.
- any type, structure, heat transfer medium, or the like of the heat exchange used in the above embodiment may be used.
- the present invention is not limited to the exhaust heat recovery device described above, and can be applied to various exhaust treatment devices such as an exhaust heat recovery device and an exhaust gas modification device other than the catalyst device. Further, this embodiment, which may be provided with an exhaust treatment device in both the main flow path and the bypass flow path, will be described below.
- FIG. 26 shows an embodiment in which a heat exchanger (referred to as a heat recovery device or a heat collector) 11 and a sub muffler 12 are installed in parallel on the downstream side of the main converter 4.
- a heat collector heat exchange ll
- a heat collector heat exchange ll
- it may be installed due to a request to start early heating in cold weather. Once it reaches a certain temperature), heat recovery is often unnecessary, so after warming up, it is desirable to flow down (bypass) the normal exhaust path without passing through a heat collector with pressure loss.
- the bypass flow path 2 is closed, and the main flow path 1 communicates with the upstream.
- the flow passage area in the j8 direction may be appropriately adjusted according to the operating state as described above.
- the timing and amount of adjustment may be in accordance with the heat recovery amount requirement (requirement) in addition to the internal combustion engine requirement and engine brake requirement as described above. That is, when the amount of heat recovery is not so necessary, integrated control may be performed according to the highest priority requirement at that time, such as increasing the throttle amount to reduce the inflow amount of exhaust gas.
- the heat exchange 11 to be interposed is not limited to a heat recovery device (heat collector) in a narrow sense whose main purpose is heat recovery to a cooling medium, but heat exchange whose main purpose is cooling exhaust gas. (Exhaust cleaners, etc.) are also included.
- the cooling medium is not limited to water (cooling water on the vehicle side), and an optimal liquid or gas may be used as appropriate.
- the structure of the heat exchanger is also arbitrary.
- FIG. 27 is a valve member 50 in which the structure of the valve member 5 in the configuration diagram of FIG. 26 is changed to be a valve member 50.
- both channels have a function of blocking.
- the fan-shaped development angle (working angle) ⁇ is set to 90 degrees or more. This mode is a mode suitable for preventing, for example, a hybrid vehicle (described in Japanese Patent No. 3230438) and the like, and preventing the catalyst converter from being cooled when the motor is cut during fuel cut or when the complete engine is stopped. Use in combination with EGR is preferred.
- the fan-shaped deployment angle (working angle) ⁇ is increased, the channel area when fully open decreases as a contradiction.
- FIG. 28 shows an embodiment in which an EGR device, in particular, a water-cooled EGR cooler 13 is provided and the recovered heat is actively used.
- the force that is actively collecting the heat of the exhaust gas is already equipped with the EGR cooler 13 (and the EGR flow paths 21 to 23 and the EGR valve 24).
- the EGR cooler 13 it has already been proposed to use the EGR cooler 13 as a heat collector.
- specific examples were rare because of the increase in the number of control valves and the complicated piping.
- a heat collector combined system can be realized by a simple piping configuration and another valve (EGR valve 24 originally provided in the EGR system). . That is, as shown in FIG. 28, the valve member 5 is interposed in the EGR gas intake (flow path 21) on the downstream side of the main converter 4 (or the start catalytic converter).
- the EGR valve 24 is appropriately opened, and a part (necessary amount) of the exhaust gas is recirculated to the intake system of the internal combustion engine EG via the flow path 23 (the flow of the exhaust gas is indicated by an arrow in FIG. 28).
- the flow path is switched only to the large-diameter bypass path 2 and contributes to a large output by the flow down at a low pressure loss. In this case, normally there is no trade-off because neither EGR nor heat recovery is required at heavy loads (when high output is required).
- the system shown in FIG. 28 can be applied to both gasoline internal combustion engines and diesel internal combustion engines, and of course is also suitable for hybrid vehicles.
- FIG. 29 shows an embodiment applied to a muffler (muffler) of a vehicle, in particular, a main muffler attached to the rear part of the vehicle.
- a muffler muffler
- the exhaust gas flow path is switched by a valve (not shown) during normal time and when a high output is required, and so-called variable mufflers are frequently used.
- this valve only has one of the functions of selecting one of the flow paths or adjusting the flow rate of a single flow path. It was impossible to adjust the amount continuously.
- the main flow path 1 having a low pressure loss passes through the muffler 30, and the rear end (the rearmost part of the vehicle) of the muffler 30 is also extended as an outlet pipe.
- the flow path 2 is selected by switching the valve member 5, and the flow path cross-sectional area (throttle) is finely adjusted as appropriate.
- the exhaust gas pressure communicates with the front chamber 32 through the perforated group 31 and the resonance effect is attenuated as a result, so that mid and high frequency noise reduction is performed with a minimum pressure loss.
- mute is given priority during normal times other than when a large output is requested. That is, in the state shown in FIG. 29, the exhaust gas is guided to the bypass flow path 2 in the valve member 5 and discharged into the rear chamber 34 through the inlet pipe 33. At this time, muffling (attenuation of exhaust gas energy) is performed by the expansion action. And the sound reduction (attenuation) is caused by the reduction action when entering the communication pipe 35. The exhausted sound that has been sufficiently silenced is discharged from the outlet pipe 36 to the atmosphere. Even in this mode, the opening degree of the valve member 5 is continuously controlled as appropriate according to the operating state, so that the optimum flow rate can be adjusted. Also, the force of throttling by the valve member 5 can reduce the burden of muffler 30 and reduce the capacity, which contributes to weight and cost saving.
- FIG. 30 shows another embodiment in which the valve member 5 is applied to the main muffler.
- the main flow path 1 penetrates the muffler 40 as an outlet pipe, and in the same mode. Performs the same function.
- the silencing is given priority, and the valve member 5 is in the state shown in FIG. It is guided and released into the front chamber 41 which is an expansion chamber.
- the expansion silencing is performed in the front chamber 41.
- the opening area in the / 3 direction changes depending on the opening degree of the valve member 5, the substantial expansion ratio changes accordingly. Therefore, the flow rate control and the expansion ratio control can be continuously performed by the valve member 5.
- the exhaust gas flowing down the outlet pipe 43 (and 1) is attenuated in the middle to high frequencies by the resonance action in the rear chamber 42. Further, since the rear chamber 42 is filled with a sound absorbing material (glass wool), attenuation is further promoted.
- the sound quality (timbre) also changes significantly, so the timbre requirement is added as one of the priority requirements (in the integrated control), and in accordance with the highest priority requirement in the momentary driving situation, What is necessary is to adjust the opening degree of the valve member 5 continuously and perform integrated control (trade-off control) for each requirement.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Chemical Kinetics & Catalysis (AREA)
- Health & Medical Sciences (AREA)
- Toxicology (AREA)
- Analytical Chemistry (AREA)
- General Chemical & Material Sciences (AREA)
- Oil, Petroleum & Natural Gas (AREA)
- Environmental & Geological Engineering (AREA)
- Biomedical Technology (AREA)
- Materials Engineering (AREA)
- Exhaust Gas After Treatment (AREA)
- Exhaust Silencers (AREA)
Abstract
Description
Claims
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US11/631,481 US7527126B2 (en) | 2004-07-07 | 2005-06-28 | Exhaust apparatus of an internal combustion engine |
JP2006528678A JP4486963B2 (ja) | 2004-07-07 | 2005-06-28 | 内燃機関の排気装置 |
EP05755795A EP1795722A4 (en) | 2004-07-07 | 2005-06-28 | EXHAUST SYSTEM FOR INTERNAL COMBUSTION ENGINE |
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
JP2004-200686 | 2004-07-07 | ||
JP2004200686 | 2004-07-07 |
Publications (1)
Publication Number | Publication Date |
---|---|
WO2006006385A1 true WO2006006385A1 (ja) | 2006-01-19 |
Family
ID=35783730
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
PCT/JP2005/011784 WO2006006385A1 (ja) | 2004-07-07 | 2005-06-28 | 内燃機関の排気装置 |
Country Status (4)
Country | Link |
---|---|
US (1) | US7527126B2 (ja) |
EP (1) | EP1795722A4 (ja) |
JP (1) | JP4486963B2 (ja) |
WO (1) | WO2006006385A1 (ja) |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008280901A (ja) * | 2007-05-10 | 2008-11-20 | Toyota Motor Corp | 内燃機関の排気浄化装置 |
JP2009250185A (ja) * | 2008-04-10 | 2009-10-29 | Sango Co Ltd | 内燃機関の排気装置 |
JP2011214529A (ja) * | 2010-03-31 | 2011-10-27 | Yutaka Giken Co Ltd | 排熱回収装置 |
JP2011247206A (ja) * | 2010-05-28 | 2011-12-08 | Yutaka Giken Co Ltd | 排熱回収装置 |
JP2014514491A (ja) * | 2011-03-30 | 2014-06-19 | エミテック ゲゼルシヤフト フユア エミツシオンステクノロギー ミツト ベシユレンクテル ハフツング | ウォータークラフトのための排気浄化装置および排気浄化装置を作動する方法 |
JP2016044666A (ja) * | 2014-08-27 | 2016-04-04 | 株式会社三五 | 内燃機関の排気熱回収装置 |
JP2020066998A (ja) * | 2018-10-22 | 2020-04-30 | フタバ産業株式会社 | 排気熱回収器 |
US11002171B2 (en) | 2017-06-09 | 2021-05-11 | Faurecia Emissions Control Technologies, Usa, Llc | Exhaust heat recovery and acoustic valve with exhaust gas recirculation features |
Families Citing this family (42)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US20050155816A1 (en) * | 2004-01-16 | 2005-07-21 | Alcini William V. | Dynamic exhaust system for advanced internal combustion engines |
JP2008255879A (ja) * | 2007-04-04 | 2008-10-23 | Nissan Motor Co Ltd | 車両用排気音制御方法及び車両用排気音制御装置 |
WO2009014780A2 (en) * | 2007-04-26 | 2009-01-29 | Lord Corporation | Noise controlled turbine engine with aircraft engine adaptive noise control tubes |
US20100307864A1 (en) * | 2009-06-09 | 2010-12-09 | Bohata John F | Automotive muffler having means for switching between loud and quieter modes |
US7938227B2 (en) * | 2009-10-06 | 2011-05-10 | Honda Motor Co., Ltd. | Variable resonation chamber valve |
WO2011055415A1 (ja) * | 2009-11-09 | 2011-05-12 | トヨタ自動車株式会社 | 内燃機関の排気装置 |
DE102009054074B4 (de) * | 2009-11-20 | 2013-04-11 | Faurecia Abgastechnik Gmbh | Schalldämpferanordnung in einem Abgasstrang einer Brennkraftmaschine |
US20110126530A1 (en) * | 2009-12-02 | 2011-06-02 | Joseph Callahan | Cross-flow thermoelectric generator for vehicle exhaust system |
CN102791981A (zh) * | 2010-03-12 | 2012-11-21 | 丰田自动车株式会社 | 内燃机的排气机净化*** |
ITBO20100474A1 (it) * | 2010-07-27 | 2012-01-28 | Magneti Marelli Spa | Silenziatore con scambiatore di calore integrato |
DE102010038138B4 (de) * | 2010-10-13 | 2014-10-16 | Ford Global Technologies, Llc. | Abgasanlage einer Brennkraftmaschine |
US8661799B2 (en) * | 2010-10-13 | 2014-03-04 | Ford Global Technologies, Llc | Exhaust system for an internal combustion engine |
DE102010055131A1 (de) * | 2010-12-18 | 2012-06-21 | GM Global Technology Operations LLC | Verfahren zur Ermittlung einer Klappenstellung eines Abgaswärmetauschers |
CA2769913C (en) * | 2011-03-03 | 2013-09-24 | Toru Hisanaga | Exhaust heat recovery device |
DE202011000534U1 (de) * | 2011-03-09 | 2012-06-11 | Makita Corporation | Schalldämpfer für einen Zweitaktmotor eines Motorarbeitsgerätes |
DE102011111471A1 (de) * | 2011-08-23 | 2013-02-28 | GM Global Technology Operations LLC (n. d. Gesetzen des Staates Delaware) | Abgasanlage eines Verbrennungsmotors mit Einrichtung zur Wärmerückgewinnung, sowie Verfahren zum Betreiben derselben |
DE102012112433A1 (de) * | 2012-12-17 | 2014-06-18 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Abgasanlage für eine Brennkraftmaschine |
WO2015089657A1 (en) * | 2013-12-16 | 2015-06-25 | Dana Canada Corporation | Heat recovery device with standoff heat exchanger mount |
EP2955362B1 (en) * | 2014-06-10 | 2017-08-30 | Borgwarner Emissions Systems Spain, S.L.U. | Integrated exhaust gas management device |
KR101713709B1 (ko) * | 2014-10-20 | 2017-03-08 | 현대자동차주식회사 | 엔진시스템에서 배기가스의 흐름을 제어하는 방법 |
KR101628114B1 (ko) | 2014-10-29 | 2016-06-08 | 현대자동차 주식회사 | 배기 가스의 흐름을 제어하는 엔진 시스템 |
US10443479B2 (en) | 2014-10-30 | 2019-10-15 | Roush Enterprises, Inc. | Exhaust control system |
JP6358938B2 (ja) * | 2014-11-28 | 2018-07-18 | 株式会社三五 | 排気熱回収装置 |
JP5945018B1 (ja) * | 2015-01-30 | 2016-07-05 | 本田技研工業株式会社 | 排気マフラー |
DE102015211169A1 (de) * | 2015-06-17 | 2016-12-22 | Mtu Friedrichshafen Gmbh | Verfahren zum Betreiben eines Abgasnachbehandlungssystems, Abgasnachbehandlungssystem und Brennkraftmaschine mit einem Abgasnachbehandlungssystem |
DE102015110199A1 (de) * | 2015-06-25 | 2016-12-29 | Eberspächer Exhaust Technology GmbH & Co. KG | Abgasschalldämpfer |
WO2017079156A1 (en) * | 2015-11-02 | 2017-05-11 | Roush Enterprises, Inc. | Muffler with selected exhaust pathways |
DE112016006282T5 (de) * | 2016-01-21 | 2018-10-04 | Futaba Industrial Co., Ltd. | Abgaswärmerückgewinnungsvorrichtung |
US20180128145A1 (en) * | 2016-11-09 | 2018-05-10 | Ford Global Technologies, Llc | Method and system for an exhaust diverter valve |
EP3339618A1 (en) * | 2016-12-20 | 2018-06-27 | Borgwarner Emissions Systems Spain, S.L.U. | Valve for building a compact heat recovery unit |
KR101754555B1 (ko) * | 2017-04-03 | 2017-07-07 | (주)동경기전 | 배기가스 배출용 바이패스 밸브 |
KR102324760B1 (ko) * | 2017-05-18 | 2021-11-10 | 현대자동차주식회사 | 하이브리드 차량의 열 관리방법 |
US10584623B2 (en) | 2017-06-09 | 2020-03-10 | Faurecia Emissions Control Technologies, Usa, Llc | Exhaust heat recovery and acoustic valve |
DE102017218837A1 (de) * | 2017-10-23 | 2019-04-25 | Bayerische Motoren Werke Aktiengesellschaft | Brennkraftmaschine mit einer Abgasanlage |
CN108487980A (zh) * | 2018-05-29 | 2018-09-04 | 西华大学 | 一种专用汽车排气*** |
EP3879083A1 (en) * | 2020-03-10 | 2021-09-15 | Alfa Laval Corporate AB | Boiler and method of operating a boiler |
US11486283B2 (en) | 2021-03-31 | 2022-11-01 | Jason Joseph CLOUTIER | Dual function exhaust system attachment |
CN113294227B (zh) * | 2021-07-01 | 2022-08-19 | 南昌智能新能源汽车研究院 | 一种提高sdpf低温起动性能的装置及其控制方法 |
US11674429B1 (en) * | 2021-12-30 | 2023-06-13 | Ford Global Technologies, Llc | Method and system for controlling SCR temperature |
KR102645024B1 (ko) * | 2022-03-14 | 2024-03-08 | 국립공주대학교 산학협력단 | 차량 배기시스템을 이용한 풍력발전장치 |
CN115263572B (zh) * | 2022-06-15 | 2023-08-18 | 东风汽车集团股份有限公司 | 车辆、发动机降噪控制方法和相关设备 |
CN117345587B (zh) * | 2023-10-26 | 2024-05-24 | 南通柯瑞特机械制造有限公司 | 一种真空泵用喘振消声装置 |
Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS628470U (ja) * | 1985-06-28 | 1987-01-19 | ||
JPH0674081A (ja) * | 1992-08-26 | 1994-03-15 | Honda Motor Co Ltd | 内燃エンジンの制御装置 |
JPH10317948A (ja) * | 1997-05-21 | 1998-12-02 | Denso Corp | エンジン排気ガス浄化装置 |
Family Cites Families (35)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US1403614A (en) * | 1920-10-11 | 1922-01-17 | August W Ruehl | Muffler |
US1658766A (en) * | 1924-03-22 | 1928-02-07 | Emmet P Gray | Conduit construction |
US2488563A (en) * | 1945-01-10 | 1949-11-22 | Joseph M Sills | Exhaust purifying system and method |
US2673446A (en) * | 1952-09-26 | 1954-03-30 | Salardi Mary De | Apparatus for processing combustion gases |
US3097074A (en) * | 1960-11-07 | 1963-07-09 | Gen Motors Corp | Catalytic converter |
DE3433569A1 (de) * | 1984-09-13 | 1986-03-20 | Süddeutsche Kühlerfabrik Julius Fr. Behr GmbH & Co KG, 7000 Stuttgart | Steuerschieber zum einbau in die abgasleitung von kraftfahrzeugen o.dgl. |
DE8432786U1 (de) * | 1984-11-09 | 1985-06-13 | Müller, Ernst | Auspuffanordnung |
DE8810816U1 (de) * | 1988-08-26 | 1989-12-21 | Emitec Gesellschaft für Emissionstechnologie mbH, 53797 Lohmar | Katalysator-Gehäuse, insbesondere für Startkatalysatoren, und zugehöriger Katalysator-Trägerkörper |
JPH05231137A (ja) * | 1992-02-20 | 1993-09-07 | Mitsubishi Motors Corp | 自動車の排ガス浄化装置 |
DE4328125B4 (de) * | 1992-08-21 | 2004-03-18 | Denso Corp., Kariya | Abgasreinigungsvorrichtung für einen Verbrennungsmotor oder dergleichen |
CA2104622C (en) | 1992-08-24 | 1995-08-29 | Ken Ogawa | Control system for internal combustion engines |
JPH0693846A (ja) * | 1992-09-14 | 1994-04-05 | Nissan Motor Co Ltd | 内燃機関の排気浄化装置 |
JP2806170B2 (ja) * | 1992-09-14 | 1998-09-30 | 日産自動車株式会社 | 内燃機関の排気浄化装置 |
JPH06229223A (ja) * | 1993-02-04 | 1994-08-16 | Nippondenso Co Ltd | 自動車排気ガス浄化装置 |
JPH06117231A (ja) * | 1992-09-30 | 1994-04-26 | Mazda Motor Corp | エンジンの排気ガス浄化装置 |
JP3345942B2 (ja) * | 1993-02-05 | 2002-11-18 | 株式会社デンソー | エンジンの排気ガス浄化装置 |
US5410876A (en) * | 1993-09-17 | 1995-05-02 | Ford Motor Company | Catalytic converter assembly with bypass |
JPH0988568A (ja) | 1995-09-26 | 1997-03-31 | Toyota Motor Corp | 内燃機関の排気装置 |
JPH09125940A (ja) | 1995-10-27 | 1997-05-13 | Nissan Motor Co Ltd | エンジンの排気浄化装置 |
JP3230438B2 (ja) | 1996-06-10 | 2001-11-19 | トヨタ自動車株式会社 | ハイブリッド型車両の触媒温度制御装置 |
JP2000064833A (ja) | 1998-08-18 | 2000-02-29 | Sango Co Ltd | 内燃機関の熱回収装置 |
JP2000230416A (ja) * | 1999-02-08 | 2000-08-22 | Honda Motor Co Ltd | 内燃機関の排気切り換えバルブの故障検知装置 |
JP3680244B2 (ja) * | 1999-02-12 | 2005-08-10 | トヨタ自動車株式会社 | 内燃機関の未燃燃料成分吸着材の吸着量算出装置 |
JP2001012260A (ja) | 1999-06-28 | 2001-01-16 | Toyota Motor Corp | 内燃機関の排気装置 |
AT3750U1 (de) * | 1999-10-28 | 2000-07-25 | Avl List Gmbh | Fremdgezündete brennkraftmaschine |
JP2002227635A (ja) * | 2001-02-01 | 2002-08-14 | Honda Motor Co Ltd | 内燃機関の排気ガス浄化装置 |
JP3702798B2 (ja) | 2001-03-02 | 2005-10-05 | 三菱自動車工業株式会社 | 内燃機関の触媒劣化抑制装置 |
JP2002303164A (ja) | 2001-04-09 | 2002-10-18 | Denso Corp | 内燃機関の排気音低減装置 |
JP2003083142A (ja) | 2001-09-06 | 2003-03-19 | Mitsubishi Motors Corp | 内燃機関の排気浄化装置 |
JP3757856B2 (ja) * | 2001-12-07 | 2006-03-22 | トヨタ自動車株式会社 | 排気ガス浄化装置 |
JP3876705B2 (ja) * | 2001-12-13 | 2007-02-07 | いすゞ自動車株式会社 | ディーゼルエンジンの排気ガス浄化システム |
JP4196593B2 (ja) * | 2002-05-24 | 2008-12-17 | トヨタ自動車株式会社 | 内燃機関の排気浄化装置 |
JP4157752B2 (ja) | 2002-11-19 | 2008-10-01 | カルソニックカンセイ株式会社 | エンジンの排気熱回収装置 |
DE10300593A1 (de) * | 2003-01-10 | 2004-07-22 | Robert Bosch Gmbh | Verfahren und Vorrichtung zum Betreiben einer Brennkraftmaschine |
US7249455B2 (en) * | 2003-12-23 | 2007-07-31 | Arvin Technologies, Inc. | Method and apparatus for regenerating a nitrogen oxides absorber |
-
2005
- 2005-06-28 WO PCT/JP2005/011784 patent/WO2006006385A1/ja not_active Application Discontinuation
- 2005-06-28 US US11/631,481 patent/US7527126B2/en not_active Expired - Fee Related
- 2005-06-28 EP EP05755795A patent/EP1795722A4/en not_active Withdrawn
- 2005-06-28 JP JP2006528678A patent/JP4486963B2/ja active Active
Patent Citations (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JPS628470U (ja) * | 1985-06-28 | 1987-01-19 | ||
JPH0674081A (ja) * | 1992-08-26 | 1994-03-15 | Honda Motor Co Ltd | 内燃エンジンの制御装置 |
JPH10317948A (ja) * | 1997-05-21 | 1998-12-02 | Denso Corp | エンジン排気ガス浄化装置 |
Non-Patent Citations (1)
Title |
---|
See also references of EP1795722A4 * |
Cited By (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
JP2008280901A (ja) * | 2007-05-10 | 2008-11-20 | Toyota Motor Corp | 内燃機関の排気浄化装置 |
JP2009250185A (ja) * | 2008-04-10 | 2009-10-29 | Sango Co Ltd | 内燃機関の排気装置 |
JP2011214529A (ja) * | 2010-03-31 | 2011-10-27 | Yutaka Giken Co Ltd | 排熱回収装置 |
JP2011247206A (ja) * | 2010-05-28 | 2011-12-08 | Yutaka Giken Co Ltd | 排熱回収装置 |
JP2014514491A (ja) * | 2011-03-30 | 2014-06-19 | エミテック ゲゼルシヤフト フユア エミツシオンステクノロギー ミツト ベシユレンクテル ハフツング | ウォータークラフトのための排気浄化装置および排気浄化装置を作動する方法 |
JP2016044666A (ja) * | 2014-08-27 | 2016-04-04 | 株式会社三五 | 内燃機関の排気熱回収装置 |
US11002171B2 (en) | 2017-06-09 | 2021-05-11 | Faurecia Emissions Control Technologies, Usa, Llc | Exhaust heat recovery and acoustic valve with exhaust gas recirculation features |
JP2020066998A (ja) * | 2018-10-22 | 2020-04-30 | フタバ産業株式会社 | 排気熱回収器 |
Also Published As
Publication number | Publication date |
---|---|
US20070272480A1 (en) | 2007-11-29 |
EP1795722A4 (en) | 2009-11-04 |
JP4486963B2 (ja) | 2010-06-23 |
US7527126B2 (en) | 2009-05-05 |
JPWO2006006385A1 (ja) | 2008-04-24 |
EP1795722A1 (en) | 2007-06-13 |
Similar Documents
Publication | Publication Date | Title |
---|---|---|
JP4486963B2 (ja) | 内燃機関の排気装置 | |
US6422007B1 (en) | Exhaust system | |
JPH11193753A (ja) | 自動車エンジン用の排気・ガス再循環ライン | |
JPWO2006064835A1 (ja) | ディーゼルエンジンの排気浄化装置及び制御装置 | |
JP4099274B2 (ja) | 内燃機関の排気システム | |
JP2016044666A (ja) | 内燃機関の排気熱回収装置 | |
JP4126730B2 (ja) | 排気ガス還流装置 | |
JP6375808B2 (ja) | 内燃機関用吸排気装置 | |
US3744248A (en) | Catalytic convertor temperature control system | |
JP3648809B2 (ja) | エンジンの排気浄化装置 | |
US20030005686A1 (en) | Exhaust system | |
JP6528827B2 (ja) | エンジンの排気消音装置 | |
JPH0988568A (ja) | 内燃機関の排気装置 | |
JPH07279653A (ja) | 内燃機関の排気浄化装置 | |
JP2005510652A (ja) | 触媒を有する燃焼機関およびディーゼル・エンジン用の方法および装置 | |
JP2005002975A (ja) | エンジンの排気浄化装置 | |
JP2001336417A (ja) | 排気装置 | |
JP3255086B2 (ja) | 車両の暖房装置 | |
JP3123410B2 (ja) | 過給機付きエンジンの過給機制御装置 | |
JPH11141331A (ja) | ターボチャージャ付エンジンの排気ガス浄化装置 | |
JP3108382B2 (ja) | 排気管の冷却装置 | |
JP2011196290A (ja) | 排ガス浄化装置 | |
KR100366255B1 (ko) | 엔진 출력 향상을 위한 배기장치 | |
JPH0519532Y2 (ja) | ||
JP2005069063A (ja) | 排気システム |
Legal Events
Date | Code | Title | Description |
---|---|---|---|
AK | Designated states |
Kind code of ref document: A1 Designated state(s): AE AG AL AM AT AU AZ BA BB BG BR BW BY BZ CA CH CN CO CR CU CZ DE DK DM DZ EC EE EG ES FI GB GD GE GH GM HR HU ID IL IN IS JP KE KG KM KP KR KZ LC LK LR LS LT LU LV MA MD MG MK MN MW MX MZ NA NG NI NO NZ OM PG PH PL PT RO RU SC SD SE SG SK SL SM SY TJ TM TN TR TT TZ UA UG US UZ VC VN YU ZA ZM ZW |
|
AL | Designated countries for regional patents |
Kind code of ref document: A1 Designated state(s): GM KE LS MW MZ NA SD SL SZ TZ UG ZM ZW AM AZ BY KG KZ MD RU TJ TM AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HU IE IS IT LT LU MC NL PL PT RO SE SI SK TR BF BJ CF CG CI CM GA GN GQ GW ML MR NE SN TD TG |
|
121 | Ep: the epo has been informed by wipo that ep was designated in this application | ||
WWE | Wipo information: entry into national phase |
Ref document number: 2005755795 Country of ref document: EP Ref document number: 11631481 Country of ref document: US Ref document number: 2006528678 Country of ref document: JP |
|
NENP | Non-entry into the national phase |
Ref country code: DE |
|
WWW | Wipo information: withdrawn in national office |
Ref document number: DE |
|
WWP | Wipo information: published in national office |
Ref document number: 2005755795 Country of ref document: EP |
|
WWP | Wipo information: published in national office |
Ref document number: 11631481 Country of ref document: US |