CN106321210A - Exhaust structure capable of reducing exhaust disturbance between air cylinders of engine - Google Patents
Exhaust structure capable of reducing exhaust disturbance between air cylinders of engine Download PDFInfo
- Publication number
- CN106321210A CN106321210A CN201610850880.0A CN201610850880A CN106321210A CN 106321210 A CN106321210 A CN 106321210A CN 201610850880 A CN201610850880 A CN 201610850880A CN 106321210 A CN106321210 A CN 106321210A
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- Prior art keywords
- exhaust
- engine
- cylinder
- pipe
- cylinders
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Classifications
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- 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
- F01N13/08—Other arrangements or adaptations of exhaust conduits
- F01N13/10—Other arrangements or adaptations of exhaust conduits of exhaust manifolds
- F01N13/107—More than one exhaust manifold or exhaust collector
-
- 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
- F01N13/011—Exhaust or silencing apparatus characterised by constructional features having two or more purifying devices arranged in parallel
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- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Exhaust Silencers (AREA)
- Exhaust Gas After Treatment (AREA)
Abstract
The invention discloses an exhaust structure capable of reducing exhaust disturbance between air cylinders of an engine. The exhaust structure comprises an exhaust branch pipe communicated with each air cylinder, every two exhaust branch pipes are intersected to form an intersection pipe, each intersection pipe is communicated with a catalysis device, and exhaust openings of all the catalysis devices are intersected to form a main exhaust opening. According to the exhaust structure capable of reducing the exhaust disturbance between the air cylinders of the engine, the exhaust disturbance can be reduced, exhaust is more thorough, the residual amount of waste gas in the air cylinders is reduced, the air inlet amount is improved, meanwhile, the temperature of mixed gas in the air cylinders is reduced, and detonation is reduced; meanwhile, exhausts of the two sets of air cylinders are provided with the independent catalysis devices, the oil break and cylinder stop function of the two sets of air cylinders of the engine can be achieved, and the oil consumption rate is reduced.
Description
Technical Field
The invention relates to the field of engines, in particular to an exhaust structure for reducing exhaust interference among cylinders of an engine.
Background
With the gradual implementation of the national fourth-stage fuel consumption regulation, the main problem of the engine is how to reduce the fuel consumption so as to meet the increasingly strict regulation requirements.
The current gasoline engine has many technical means for reducing oil consumption, such as: the Atkinson cycle technology is widely applied to hybrid vehicle models as a measure for reducing the pumping loss and improving the combustion efficiency, and because the Atkinson cycle has small air inflow and needs a large geometric compression ratio, the external characteristic performance cannot be well exerted, and the power output is weak.
In the traditional engine adopting the 4-1 type exhaust branch pipe, in the working range of 2000rpm to rated speed, the exhaust pressures of two adjacent cylinders in the exhaust stroke interfere with each other, so that the residual quantity of exhaust gas is increased, the temperature of the cylinders is increased, the mixture is ignited in advance due to high temperature, and then knocking is generated. Fig. 1 shows an engine exhaust structure in the prior art, and fig. 2 is a schematic diagram of exhaust interference of a corresponding engine exhaust branch pipe. The four pneumatic cylinders of the prior art engine in fig. 1, a first pneumatic cylinder 1, a second pneumatic cylinder 2, a third pneumatic cylinder 3 and a fourth pneumatic cylinder 4, respectively.
In the existing engine, the third cylinder exhausts the gas to form the effect of the exhaust pressure on the first cylinder, see fig. 1, which shows the pressure wave path 21' formed by the exhaust pressure of the third cylinder. Further, an arrow a ', an arrow B ', and an arrow C ' in fig. 2 indicate positions where the third pneumatic cylinder exhaust pressure affects the first pneumatic cylinder at the rotation speeds of 2000rpm, 4000rpm, and 8000rpm, respectively.
It can be known that the four-cylinder engine shown in fig. 1 has an influence on the exhaust formation of the first cylinder in the range of the rotation speed of 2000-. Similarly, the fourth cylinder may interfere with the third cylinder, the second cylinder may interfere with the fourth cylinder, and the first cylinder may interfere with the second cylinder.
On the other hand, the catalyst is arranged behind the exhaust main pipe of the traditional engine for hydrocarbon treatment, and the automobile exhaust can be efficiently converted into the gas harmless to the environment at the working temperature of 400-800 ℃. Therefore, how to rapidly heat the catalyst and reduce the exhaust emission under the warm-up working condition is a problem which must be considered for all gasoline engines. The existing 4-2-1 exhaust manifold adopting other exhaust interference reducing technologies reduces interference by greatly increasing the length of an exhaust branch pipe, the structural form of the exhaust manifold is not essentially changed, a catalyst is arranged on a main pipe, and the temperature of the catalyst is inevitably and slowly increased due to the overlong exhaust manifold. The need to delay the ignition time and increase the idle speed in the cold idling stage ensures that the catalyst can quickly reach the optimum working temperature and reduce the emission, and obviously, the oil consumption of the engine in the cold idling stage is relatively high, the combustion of the engine is unstable, and the technology faces greater challenges for future higher emission standards. Furthermore, the exhaust manifold is bulky and difficult to arrange.
Disclosure of Invention
The invention aims to provide an exhaust structure for reducing exhaust interference among cylinders of an engine, which solves the problems in the prior art, can reduce exhaust interference and knock, can shorten the length of an exhaust branch pipe and reduce the volume of an exhaust manifold, a catalyst is divided into two parts and moves forwards, the processing capacity of hydrocarbon is improved, and the functions of oil and cylinder cutting and stopping (cutting one cylinder and four cylinders or cutting two cylinders and three cylinders) can be realized.
The invention provides an exhaust structure for reducing exhaust interference among cylinders of an engine, which comprises: the exhaust branch pipes are respectively communicated with each cylinder, every two exhaust branch pipes are intersected to form an intersection pipe, each intersection pipe is respectively communicated with a catalyst, and exhaust ports of each catalyst are intersected to form an exhaust main port.
In the exhaust structure for reducing the exhaust interference between the cylinders of the engine, it is preferable that an oxygen sensor is provided in front of the catalyst.
The exhaust structure for reducing exhaust interference between cylinders of the engine as described above, wherein the oxygen sensor is preferably provided at the junction pipe.
The exhaust structure for reducing exhaust interference between cylinders of an engine as described above, wherein preferably the exhaust branch pipe is flange-mounted and communicates with each of the cylinders.
In the exhaust structure for reducing exhaust gas interference between cylinders of the engine as described above, preferably, the catalyst is a three-way catalyst.
The exhaust structure for reducing the exhaust interference among the cylinders of the engine as described above, wherein preferably, the engine is a four-cylinder engine, each cylinder is a first pneumatic cylinder, a second pneumatic cylinder, a third pneumatic cylinder and a fourth pneumatic cylinder, and the exhaust branch pipes communicated with each cylinder are a first exhaust branch pipe, a second exhaust branch pipe, a third exhaust branch pipe and a fourth exhaust branch pipe; the first exhaust branch pipe and the fourth exhaust branch pipe are converged to form a first converging pipe, and the first converging pipe is communicated with the first catalyst; the second exhaust branch pipe and the third exhaust branch pipe are converged to form a second converging pipe, and the second converging pipe is communicated with the second catalyst.
The exhaust structure for reducing the exhaust interference among the cylinders of the engine can reduce the exhaust interference, enables exhaust to be more thorough, reduces the residual quantity of waste gas in the cylinders, improves the air input, reduces the temperature of mixed gas in the cylinders and reduces detonation.
Drawings
FIG. 1 is a schematic illustration of a prior art exhaust configuration for an engine;
FIG. 2 is a schematic diagram of exhaust interference of an exhaust manifold of an engine according to the prior art;
FIG. 3 is a schematic diagram of an exhaust configuration for reducing exhaust interference between cylinders of an engine according to an embodiment of the present invention;
FIG. 4 is a schematic diagram of exhaust interference of an exhaust branch pipe in an exhaust structure for reducing exhaust interference between cylinders of an engine according to an embodiment of the present invention;
FIG. 5 is a diagram showing the paths of pressure waves in exhaust branches in an exhaust structure for reducing exhaust interference between cylinders of an engine according to an embodiment of the present invention.
Description of reference numerals:
1-first pneumatic cylinder, 2-second pneumatic cylinder, 3-third pneumatic cylinder, 4-fourth pneumatic cylinder, 5-flange, 6-first junction pipe, 7-second junction pipe, 8-oxygen sensor mounting hole, 9-first catalytic converter, 10-second catalytic converter, 11-first exhaust branch pipe, 12-second exhaust branch pipe, 13-third exhaust branch pipe, 14-fourth exhaust branch pipe, 15-exhaust main port, 21-pressure wave path formed by third exhaust pressure of the invention, 21' -pressure wave path formed by third exhaust pressure of third pneumatic cylinder in prior art, 21
Detailed Description
Reference will now be made in detail to embodiments of the present invention, examples of which are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to the same or similar elements or elements having the same or similar function throughout. The embodiments described below with reference to the drawings are illustrative only and should not be construed as limiting the invention.
The invention provides an exhaust structure (hereinafter referred to as exhaust structure) for reducing exhaust interference among cylinders of an engine, which comprises exhaust branch pipes communicated with each cylinder in each cylinder engine, wherein every two exhaust branch pipes are converged to form an intersection pipe, each intersection pipe is respectively communicated with a catalyst (the intersection pipes do not share the same catalyst), and exhaust ports of each catalyst are converged to form an exhaust main port.
For convenience of understanding, a four-cylinder engine is taken as an example, the four cylinders are respectively a first pneumatic cylinder 1, a second pneumatic cylinder 2, a third pneumatic cylinder 3 and a fourth pneumatic cylinder 4, and a first exhaust branch pipe 11, a second exhaust branch pipe 12, a third exhaust branch pipe 13 and a fourth exhaust branch pipe 14 are respectively communicated with each cylinder. The first exhaust branch pipe 11 and the fourth exhaust branch pipe 14 are converged to form a first junction pipe 6, and the first junction pipe 6 is communicated with the first catalyst 9; the second exhaust branch pipe 12 and the third exhaust branch pipe 13 meet to form a second junction pipe 7, and the second junction pipe 7 communicates with the second catalyst 10.
The exhaust structure can reduce exhaust interference among the cylinders, enables exhaust to be more thorough, reduces the residual quantity of waste gas in the cylinders, improves the air inflow, reduces the temperature of mixed gas in the cylinders, reduces the detonation tendency, can advance the ignition advance angle, and improves the combustion efficiency. Please refer to the following text for a specific way to achieve the effect.
For convenience of explanation and easy understanding, the following four-cylinder engine is used as an example, and the principle of the engine operation will be known to those skilled in the art, and will not be described herein, and the following description mainly relates to the influence of the exhaust pressure on the first pneumatic cylinder in the exhaust formation of the third pneumatic cylinder, and referring to fig. 1, a pressure wave path 21' formed by the exhaust pressure of the third pneumatic cylinder is shown.
Continuing to refer to fig. 1, a schematic diagram of an exhaust structure of a four-cylinder engine in the prior art is shown, and fig. 2 is a schematic diagram of exhaust interference of exhaust branches of the four-cylinder engine.
The arrow a ', the arrow B ' and the arrow C ' in fig. 2 indicate the positions where the third cylinder exhaust pressure has an influence on the first cylinder at the rotation speeds of 2000rpm, 4000rpm and 8000rpm, respectively. It will be appreciated that when the third cylinder is exhausting, the pressure wave of the exhaust will propagate to the first cylinder over a certain time, i.e. with a certain hysteresis. The faster the speed, the longer the lag time, the further back in fig. 2 the position of the influence on the first pneumatic cylinder is shown.
As can be understood from fig. 2, in the range of the rotation speed of 2000-.
Fig. 3 shows a schematic diagram of an exhaust structure (taking a four-cylinder engine as an example) of the present application, and in combination with fig. 4, in order to apply for a schematic diagram of exhaust interference of an exhaust branch pipe in the exhaust structure of the four-cylinder engine, an arrow a, an arrow B and an arrow C respectively indicate positions where exhaust pressure of a third pneumatic cylinder affects a first pneumatic cylinder when the rotating speed is 2000rpm, 4000rpm and 8000 rpm. It can be seen that the exhaust structure for reducing the exhaust interference between the cylinders of the engine has no influence on the exhaust formation of the first cylinder under most rotation speed conditions.
At least one reason why the present invention has the above beneficial effects is explained below, taking a four-cylinder engine as an example, when the first pneumatic cylinder is at the end of the exhaust stroke, the intake valve opens the intake valve in advance, the exhaust pressure is reduced to the lowest, at this time, the exhaust valve of the third pneumatic cylinder just opens, the stronger exhaust pressure wave (see fig. 5, which shows the pressure wave path, and the reference number 21 in fig. 5 indicates the pressure wave transmission path) is transmitted to the inlet of the first pneumatic branch pipe by the third exhaust branch pipe 13. Tests have shown that the catalyst generates a pressure drop of more than about 20kPa at the rated point of the engine, so that it is very suitable to double as a pressure damping unit (the catalyst itself has the function of treating hydrocarbons, as will be explained in more detail below).
In conclusion, compared with the prior art, the exhaust structure for reducing the exhaust interference among the cylinders of the engine can reduce the exhaust interference and reduce the knocking.
Further, the exhaust structure of the present invention reduces the length of the exhaust branch pipe, thereby reducing the volume. Compared with the prior art that the catalyst is arranged on the exhaust manifold, the catalyst with large volume is divided into two small catalysts, the positions of the two small catalysts are respectively moved forwards to the junction pipe, the exhaust manifold is formed by the catalyst exhaust pipe without bending, and after the catalyst passes through the catalyst, (as mentioned above, when the catalyst is depressurized, the pressure is lowered, the pressure is equivalent to adding damping), the pressure wave can be reduced, so that the length of the branch pipe is greatly shortened, and the volume of the exhaust manifold is reduced.
Furthermore, the catalyst is positioned closer to the cylinder, so that the temperature of gas entering the catalyst is higher, the working temperature of the catalyst is easier to reach, and the processing capacity of the hydrocarbon is improved. In a preferred embodiment, the catalyst is a three-way catalyst.
In the following, continuing to describe the exhaust structure of the present invention, the oxygen sensor is disposed in front of the catalyst, and the closed-loop control of the engine can be performed on the cylinders independently in groups, so that the cylinder deactivation function can be realized by fuel cut of one group of cylinders, and the fuel consumption rate of the engine can be further reduced. Preferably, the oxygen sensor is disposed at the junction pipe, and the oxygen sensor mounting hole 8 may be disposed at the junction pipe.
In an alternative embodiment, an exhaust manifold is mounted via a flange 5 and communicates with each of the cylinders.
The construction, features and functions of the present invention are described in detail in the embodiments illustrated in the drawings, which are only preferred embodiments of the present invention, but the present invention is not limited by the drawings, and all equivalent embodiments modified or changed according to the idea of the present invention should fall within the protection scope of the present invention without departing from the spirit of the present invention covered by the description and the drawings.
Claims (6)
1. An exhaust structure for reducing exhaust interference between cylinders of an engine, comprising:
the exhaust branch pipes are respectively communicated with each cylinder, every two exhaust branch pipes are intersected to form an intersection pipe, a catalyst is respectively communicated behind each intersection pipe, and exhaust ports of each catalyst are intersected to form an exhaust main port.
2. The exhaust structure that reduces interference of exhaust gas between cylinders of an engine according to claim 1,
and oxygen sensors are arranged in front of the catalysts.
3. The exhaust structure that reduces interference of exhaust gas between cylinders of an engine according to claim 2,
the oxygen sensor is arranged at the junction pipe.
4. The exhaust structure that reduces interference of exhaust gas between cylinders of an engine according to claim 1,
the exhaust branch pipe is installed through a flange and communicated with each cylinder.
5. The exhaust structure that reduces interference of exhaust gas between cylinders of an engine according to claim 1,
the catalyst is a three-way catalyst.
6. The exhaust structure reducing interference of exhaust gas between cylinders of an engine according to any one of claims 1 to 5,
the engine is a four-cylinder engine, each cylinder is respectively a first pneumatic cylinder, a second pneumatic cylinder, a third pneumatic cylinder and a fourth pneumatic cylinder, and the exhaust branch pipes communicated with each cylinder are respectively a first exhaust branch pipe, a second exhaust branch pipe, a third exhaust branch pipe and a fourth exhaust branch pipe; wherein,
the first exhaust branch pipe and the fourth exhaust branch pipe are converged to form a first junction pipe, and the first junction pipe is communicated with a first catalyst;
the second exhaust branch pipe and the third exhaust branch pipe are converged to form a second converging pipe, and the second converging pipe is communicated with a second catalyst.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610850880.0A CN106321210A (en) | 2016-09-26 | 2016-09-26 | Exhaust structure capable of reducing exhaust disturbance between air cylinders of engine |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN201610850880.0A CN106321210A (en) | 2016-09-26 | 2016-09-26 | Exhaust structure capable of reducing exhaust disturbance between air cylinders of engine |
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| Publication Number | Publication Date |
|---|---|
| CN106321210A true CN106321210A (en) | 2017-01-11 |
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| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN201610850880.0A Pending CN106321210A (en) | 2016-09-26 | 2016-09-26 | Exhaust structure capable of reducing exhaust disturbance between air cylinders of engine |
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| Country | Link |
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| CN (1) | CN106321210A (en) |
Cited By (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115341984A (en) * | 2022-10-14 | 2022-11-15 | 潍柴动力股份有限公司 | Multi-cylinder engine exhaust manifold, parameter calculation method thereof and related equipment |
Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1342890B1 (en) * | 2002-03-08 | 2006-06-07 | Nissan Motor Co., Ltd. | Exhaust manifold for four-cylinder engine |
| CN201096006Y (en) * | 2007-09-12 | 2008-08-06 | 安徽江淮汽车股份有限公司 | 2.4 liter CBR petrolic exhaust gas manifold |
| CN201723291U (en) * | 2010-07-08 | 2011-01-26 | 芜湖恒耀汽车零部件有限公司 | Automobile exhaust manifold |
| CN102003262A (en) * | 2010-11-24 | 2011-04-06 | 奇瑞汽车股份有限公司 | Dual pre-catalysis exhaust device |
| CN105156183A (en) * | 2015-10-14 | 2015-12-16 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | High-compression-ratio four-cylinder gasoline engine catalyst tight coupling type exhaust system |
-
2016
- 2016-09-26 CN CN201610850880.0A patent/CN106321210A/en active Pending
Patent Citations (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| EP1342890B1 (en) * | 2002-03-08 | 2006-06-07 | Nissan Motor Co., Ltd. | Exhaust manifold for four-cylinder engine |
| CN201096006Y (en) * | 2007-09-12 | 2008-08-06 | 安徽江淮汽车股份有限公司 | 2.4 liter CBR petrolic exhaust gas manifold |
| CN201723291U (en) * | 2010-07-08 | 2011-01-26 | 芜湖恒耀汽车零部件有限公司 | Automobile exhaust manifold |
| CN102003262A (en) * | 2010-11-24 | 2011-04-06 | 奇瑞汽车股份有限公司 | Dual pre-catalysis exhaust device |
| CN105156183A (en) * | 2015-10-14 | 2015-12-16 | 中国第一汽车股份有限公司无锡油泵油嘴研究所 | High-compression-ratio four-cylinder gasoline engine catalyst tight coupling type exhaust system |
Cited By (2)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| CN115341984A (en) * | 2022-10-14 | 2022-11-15 | 潍柴动力股份有限公司 | Multi-cylinder engine exhaust manifold, parameter calculation method thereof and related equipment |
| CN115341984B (en) * | 2022-10-14 | 2023-01-24 | 潍柴动力股份有限公司 | A multi-cylinder engine exhaust manifold, its parameter calculation method and related equipment |
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Address after: 230601 Anhui Province, Hefei City Industrial Park, the Peach Blossom Road No. 669 Applicant after: Anhui Jianghuai Automobile Group Limited by Share Ltd Address before: 230601 Anhui Province, Hefei City Industrial Park, the Peach Blossom Road No. 669 Applicant before: Anhui Jianghuai Automotive Co., Ltd. |
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Application publication date: 20170111 |
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| RJ01 | Rejection of invention patent application after publication |